6.16 - sequent installers handbook
TRANSCRIPT
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M.T.M. s.r.l.
Via La Morra, 1
12062 - Cherasco (Cn) - Italy
Tel. +39 0172 4860140
Fax +39 0172 593113
Regulation 115 handbook
LPG Sequent system
Part Ia - (Installer’s handbook)
90AV99001039of 10.20.2008
M.T.M. srlTECHNICAL MANAGER
Danilo CERATTO, Eng.
TECHNICAL OFFICERMr. Marco BORDONARO
E3#115R00-2426-05
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INDEX
PART I - (I)
1. DESCRIPTION OF LPG SEQUENT SYSTEMS
2. WORKING PRINCIPLE OF LPG SEQUENT SYSTEMS
3. DESCRIPTION OF LPG SEQUENT SYSTEMS COMPONENTS
FRONT SIDE
3.1 GENIUS MB TH2O REDUCER (800-1200-1500 MBAR)3.2 “FJ1 HE” HIGH-EFFICIENCY FILTER3.3 “RAIL” WITH BRC INJECTOR3.4 GAS PRESSURE AND TEMPERATURE SENSOR (PTS)3.5 MANIFOLD ABSOLUTE PRESSURE SENSOR (MAP)3.6 GAS PRESSURE SENSOR (P1)3.7 “FLY SF” ECU3.8 PUSH-PUSH CHANGEOVER SWITCH WITH LEVEL GAUGE AND ACOUSTIC INDI-
CATOR (BUZZER)3.8.A PETROL MODE3.8.B GAS MODE3.8.C ERROR INDICATION (JUST WITH DIAGNOSTIC ENABLED)3.8.D FUEL INDICATION: LPG MODE
3.9 LEVEL SENSOR3.10 FUSES3.11 RELAY3.12 DIAGNOSTIC SOCKET3.13 SEQUENT SYSTEMS MAIN HARNESS
3.14 SEQUENT SYSTEMS INJECTORS EMULATION3.15 “ET98 NORMAL” WP LPG SOLENOID VALVE3.16 “ET98 SUPER”WP LPG SOLENOID VALVE3.17 SEQUENT SYSTEMS HARNESS
4. DESCRIPTION OF LPG SEQUENT SYSTEMS COMPONENTS
REAR SIDE
4.1 REFUELLING POINT4.2 LPG RING-SHAPED TANK4.3. MULTIVALVE
5. MECHANICAL INSTALLATION
5.1 GENIUS MB TH2O LPG REDUCER5.2 “FJ1 HE” HIGH-EFFICIENCY FILTER5.3 RAIL AND INJECTORS GROUP
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5.3.1 BRC INJECTORS ASSEMBLY ON RAIL WITH GAS PRESSURE AND TEMPERATURE SENSOR5.3.2 INSTALLATION OF INJECTORS RAIL ON VEHICLE
5.4 MANIFOLD ABSOLUTE PRESSURE SENSOR (MAP)5.5 PIPES5.6 NOZZLES5.7 ECU5.8 PUSH-PUSH CHANGEOVER SWITCH5.9 SEQUENT SYSTEMS HARNESS
6. RULES FOR A RIGHT INSTALLATION OF LPG SEQUENT
SYSTEMS REAR SIDE
6.1 RING-SHAPED TANK ASSEMBLY RULES6.2 REFUELLING POINT ASSEMBLY RULES
7. CHECK PROCEDURES FOR A RIGHT INSTALLATION
8. START UP PROCEDURES (RANGE-VALUES)
9 SEQUENT SYSTEMS SOFTWARE INSTALLATION
10. COMPONENTS MAINTENANCE SCHEDULE
10.1 PRELIMINARY OPERATIONS10.1.1 SECURING THE EQUIPMENT
10.2 LPG COMPONENTS OVERHAULING AND/OR REPLACEMENT10.2.1 OVERHAULING AND / OR REPLACEMENT OF LPG SOLENOID VALVE FILTER GROUP
10.2.1.a Disassembly of LPG Solenoid Valve with plastic cap
10.2.1.b Reassembly of LPG Solenoid Valve with plastic cap
10.2.1.c Disassembly of LPG Solenoid Valve with polar10.2.1.d Reassembly of LPG Solenoid Valve with polar
10.2.2 REPLACEMENT OF LPG SOLENOID VALVE CORE AND / OR COIL10.2.2.a Core replacement of LPG Solenoid Valve with plastic cover
10.2.2.b Core replacement of LPG Solenoid Valve with polar
10.2.3 GENIUS REDUCER REPLACEMENT10.2.4 FJ1 HE FILTER OVERHAULING10.2.5 BRC INJECTORS REPLACEMENT10.2.6 REPLACEMENT OF GAS PRESSURE AND TEMPERATURE SENSOR10.2.7 FLY SF ECU REPLACEMENT10.2.8 FUSES REPLACEMENT10.2.9 CHANGEOVER SWITCH REPLACEMENT
10.3 FINAL OPERATIONS
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11. INSTALLER’S LEVEL OF COMPETENCE
12. WIRING CONNECTIONS
12.1 LPG SEQUENT PLUG&DRIVE MAIN HARNESS12.1.1 56-POLE CONNECTOR12.1.2 SOLENOID VALVES CONNECTIONS12.1.3 SUPPLY AND BATTERY GROUND
12.1.4 FUSES AND RELAY12.1.5 PUSH-PUSH CHANGEOVER SWITCH12.1.6 DIAGNOSTIC SOCKET12.1.7 LEVEL SENSOR12.1.8 SOLENOID VALVES12.1.9 GENIUS MB TH2O12.1.10 GAS INJECTORS12.1.11 LAMBDA OXYGEN SENSOR SIGNAL12.1.12 POSITIVE UNDER KEY12.1.13 10-POLE CONNECTOR, PETROL INJECTORS HARNESS CONNECTION
12.1.13.A Injectors polarity
12.1.14 GAS PRESSURE AND TEMPERATURE SENSOR12.1.15 MAP ABSOLUTE PRESSURE SENSOR12.1.16 CONNECTION OF EOBD DIAGNOSTIC SOCKET12.1.17 ADDITIONAL CONNECTIONS
12.2 SEQUENT 24 MY07 MAIN HARNESS12.2.1 24-POLE HARNESS12.2.2 SUPPLY AND BATTERY GROUND12.2.3 PUSH-PUSH CHANGEOVER SWITCH12.2.4 DIAGNOSTIC SOCKET
12.2.5 LEVEL SENSOR12.2.6 SOLENOID VALVES12.2.7 GENIUS MB TH2O12.2.8 LAMBDA OXYGEN SENSOR SIGNAL12.2.9 POSITIVE UNDER KEY12.2.10 RPM SIGNAL12.2.11 GAS INJECTORS12.2.12 PETROL INJECTORS HARNESS CONNECTION
12.2.12.A Injectors cutting
12.2.13 “MAP” ABSOLUTE PRESSURE SENSOR12.2.14 “P1” PRESSURE SENSOR
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PART I - (II)
1. DESCRIPTION OF ALTERNATIVE COMPONENTS OF LPG
SEQUENT SYSTEM FRONT SIDE
1.1 SEQUENT GENIUS MAX REDUCER1.2 WATER TEMPERATURE SENSOR1.3 “RAIL” WITH KEIHIN INJECTORS
1.4 GAS PRESSURE AND TEMPERATURE SENSOR (PTS)1.5 SEQUENT 24 ECU1.6 CHANGEOVER SWITCH WITH LEVEL GAUGE1.7 “ET98 SUPER” WP LPG SOLENOID VALVE
2. LIST OF ALTERNATIVE COMPONENTS OF LPG SEQUENT
SYSTEM FRONT SIDE
3. DESCRIPTION OF ALTERNATIVE COMPONENTS OF LPG
SEQUENT SYSTEM REAR SIDE
2.1 CYLINDRICAL TANK2.2 REFUELLING POINT ON BUMPER
4. LIST OF ALTERNATIVE COMPONENTS OF LPG SEQUENT
SYSTEM REAR SIDE
4.1 LIST OF STAKO CYLINDRICAL TANKS4.2 LIST OF STAKO 0° RING-SHAPED TANKS4.3 LIST OF STAKO 0° RING-SHAPED TANKS (W/O LEGS - CENTER FILLED)4.4 LIST OF STAKO 30° RING-SHAPED TANKS4.5 LIST OF STEP 0° RING-SHAPED TANKS4.6 LIST OF STEP 30° RING-SHAPED TANKS4.7 LIST OF ULTRA STEP RING-SHAPED TANKS4.8 LIST OF STEP CYLINDRICAL TANKS4.9 LIST OF TUGRA MAKINA 0° RING-SHAPED TANKS4.10 LIST OF TUGRA MAKINA 30° RING-SHAPED TANKS4.11 LIST OF TUGRA MAKINA CYLINDRICAL TANKS4.12 LIST OF TUGRA MAKINA CYLINDRICAL TANKS
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PART I - (I)
1. DESCRIPTION OF
LPG SEQUENT
SYSTEM
Sequent is a family of control
systems for sequential injection car-
buration in gaseous phase, divided
into m any di f ferent conversion
systems satisfying the more and
more technological requirements of
today’s and tomorrow’s car genera-
tions.
Sequent is a real Common Rail.
In fact, it introduces in the field of
gas supply the winning evolution formodern Diesel engines: a "rail-line"
under pressure (rail) that supplies
fuel to all injectors.
Sequent introduces the concept
of harness modularity. This allows
installing SEQUENT equipment on
a vehicle by only connecting three
electrical cables (obviously besides
the supply and ground connections)
and adding further electrical con-
nections just in case of particularly
sophisticated vehicles.
SEQUENT 24 MY07
Sequential injection system for
3- and 4-cylinder vehicles conver-
ted to LPG, it introduces the new
philosophy of components integra-
tion, with faster connections and
mapping.
SEQUENT Plug&Drive (P&D)
The transformation system with
n e w e n g in e c o n tr o l s o ft w a re .
Dedicated to vehicles from 3 up to 8
cylinders.
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2. WORKINGPRINCIPLE OFLPG SEQUENTSYSTEMS
SEQUENT is a system put “inseries” with the petrol system, that’s
to say that it allows petrol ECU,
during gas mode too, deciding fuel
quantity to provide to the engine.
We can also say that SEQUENT is
a “passive system”, or “slave”, or that
SEQUENT acts as a “translator”
between petrol system and gas fuel
management. SEQUENT system is
based on the fact that Fly SF ECU
is connected to the petrol ECU ter-
minal/s driving injectors (pict. 1).
In this way, it recognizes petrol
injection time (Ti). (During gas
mode, injectors signal will be reco-
gnized thanks to the presence of
injectors emulation integrated in the
system itself). Thanks to Ti and
RPM signal, Fly SF ECU calculates
petrol flow that original ECU wants
to supply to the engine, converts itin gas flow and realizes it by suita-
bly piloting gas injectors.
This choice is very important,
because as petrol ECU is always
operating and pilots gas dosage
from itself, system can carry out, in
a clear and transparent way, func-
tions such as stoichiometric control,
enrichment in full load and cutting
during tip-out (cut-off) according to
the criteria expected by the manu-facturer, RPM maximum limitation,
coherent control of petrol vapours
bleeding, right communication with
air conditioner equipment, and so
on. And this with no possibility of
false error codes. For what con-
cerns petrol system, nothing chan-
g es , s o i f a n e rr or m es sa ge
appears during petrol or gas mode,
this has to be considered as true.
Moreover, if vehicle has some pro-
blems during petrol mode, those
will be present in gas mode too.
This is very important if you
want to respect OBD anti-polluting
laws, also in gas mode.
Low impedance injectors are
piloted in peak & hold mode, consi-
dering gas physical parameters
(temperature and absolute pressu-
re) read by Fly SF ECU in real time
(pict. 2).
We want to underline that Ti is a
precise and precious parameter,
because it grows out of sophistica-
ted calculations made by the petrol
ECU according to complete and
specific sensors.
As gas pressure and temperatu-
re conditions may change accor-
ding to vehicle use condit ions,
system is equipped with temperatu-re sensors and suitable absolute
pressure sensors placed on the
injectors gas supply and on the
intake manifold. So, Fly SF ECU
can adapt in real time its calcula-
tions and, above all, can work righ-
tly in presence of big changes of
parameters too.
Reducers used in the different
configurations tend to keep a practi-
cally constant pressure differential
between gas outlet pressure and
intake manifold, exactly as it hap-
pens in most of petrol equipments.
T his helps to optim ize system
Pict. 2
Pict. 1
+
Petrol
Injector
Gas
Injector
Orange
Purple
PETROLECU
GASECU
Phase 1 Phase 2 Phase 3
MAP
TonB TonG
P1 TGas
TonBreading TonG
calculation
BRC injector
feature
Petrol flow
calculation
Gas
FlowCalcu-
lationPetrolFlow Gas
Flow
+12 V
+12 V
+12 V
Rail
Ti
gas flow
t P&D ECU
(t < 0,005 s)
Problem
“knowing gas body
we want to get,
temperature and gas pressure,
calculateTi injection time
of gas injectors”
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working, but it isn’t indispensable,
as control electronic is faster than
pressures steady condition.
For example, after a sudden
acceleration, pressure in the redu-
c e r i n c r e a s e s i n a f r a c t i o n o f
second. During this lapse of time,E C U m a ke s m a ny c a l cu l a ti o n
cycles and obviously compensates
any mechanic delay.
As you can imagine, ECU, in
addit ion to the system working
general program, has to contain
specific data of vehicle where we
install it (it’s a rather complex kit of
maps and other setting – mapping
parameters).
Computer has also the task to
make diagnostic to verify system
right working or to detect possible
anomalies.
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3.1 GENIUS MB TH2OREDUCER(800-1200-1500 MBAR)
GENIUS MB TH2O reducer (pict.
1) only consists of one stage, with a
variable outlet pressure, which
stands approx. 1,2 bar higher than
the intake manifold pressure. Inside
the GENIUS MB room, LPG evapo-rates thanks to the heat exchange
with the engine coolant liquid, as in
a common reducer. Gas outlet pres-
sure is controlled by a spring-diaph-
ragm-shutter system (lever-moved
shutter), equipped with proper
vibration-damping systems.
Water compartment is comple-
tely insulated from the gas one.
In spite of its compact dimen-
sions, the reducer assures high gasflow able to satisfy engine up to
140 kW (190 CV). It doesn’t need
bleeding operation because of its
single-stage structure.
Reducer is equipped with a
water temperature sensor on its
body, with the task to supply to the
Fly SF ECU all information neces-
sary to obtain the right petrol-gas
changeover management, in order
to avoid passage of LPG not com-
pletely vaporized.
Reducer is supplied with straight
gas outlet (but you can buy adjusta-
ble outlet). Moreover, reducer can
3. DESCRIPTION OFLPG SEQUENTSYSTEMCOMPONENTSFRONT SIDE
Pict. 2Genius MB TH2O
ReducerSection view
WATER TEMPERATURE SENSOR
WATER
WATER
VAPORIZED LPG
Pict. 1Genius MB TH2O
Reducer
LPG
OUTLETLIQUIDINLET
COMPONENTS DESCRIPTION HOMOLOGATIONET98 LPG solenoid valve E13*67R01*0015*
Genius MB LPG reducer E13*67R01*0016*
FJ1 HE filter, pipe-holder E13*67R01*0168*
BRC Rail E13*67R01*0185*
PTS Sensor (Gas pressure and temperature) E13*67R01*0262*
MAP Sensor E13*67R01*0036*
BRC injectors E4*67R01*0092*
Fly SF ECU E3*67R01*1001*
Changeover switch and level gauge --------------
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Pict. 3“FJ1 HE” filter withpipe-holder fittings
Pict. 4Version with BRCinjectors, gas pres-sure and temperatu-
re sensor.
be provided with plastic or brass
water elbow according to the kind of
Sequent system.
3.2 “FJ1 HE” HIGH-EFFI-CIENCY FILTER
“FJ1 HE” filter is a very small
cartridge filter but he has an inside
cartridge with innovative filtering
elements allowing to have a higher
filtering power with regards to the
previous ones (pict. 3).
We suggest replacing the inside
cartridge each 20.000 km.
3.3 “RAIL” WITH
BRC INJECTOR
This is the element on which
injectors are installed; i t al lows
distributing gas in a suitable way to
e a c h i n j e c to r a t t h e p r es s u re
wished.
A patent covers BRC injectors
protecting its details of construction.
It’s a “bottom feed” injector (sup-
plied from the bottom). Gas contai-
ned in the rail comes into the injec-
tor lower side and it’s injected in the
intake m anifold when shutter,
moved by the electromagnet, frees
the passage section.
Tightness is assured by the rub-
ber final part of the shutter that
pushes on a frustum-of-cone-sha-
ped component (called volcano).
Pressure differential acting on
the shutter enables it remaining inthe closure position when coil is not
excited, and prevents gas from
being discharged in the intake
manifold.
The injector has been especially
planned to have a long life in extre-
me conditions of use:
• Diaphragms insulate the delicate
area of magnetic circuit, avoiding
that any kind of gas deposit modi-
fies its geometry.
• Operating temperature: from –40
°C to +120 °C.
• 15 g accelerations.
• Strong electromagnetic forces
Pict. 5“Normal”, “Max” and“Super Max” BRCinjectors
assure opening also if there are oils
or waxes in the dirty gas that, not
retained by the filter, tend to paste
shutter to its seat.
It’s a low impedance injector
(2,04 ohm / 2,35 mH at 20 °C) and
so it requires a peak & hold piloting.
Shutter opens by applying all bat-tery voltage during peak phase;
then voltage with which injector is
supplied becomes the keeping one
(hold), enough to keep it open for
the wished time. Shutter opens in
brief time, and this allows having a
good control of gas, injected in
small doses too, as at idle condi-
tions. Gas passage sections, then,
allow a right supply also for the
most powerful vehicles into the cur-
rent market.In order to better satisfy needs
of good idle control and good sup-
ply in high speed, there are many
kinds of injectors with different pas-
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sage sections.
3.4 GAS PRESSURE ANDTEMPERATURE SENSOR(PTS)
This sensor (pict. 6) has a com-pact body and is already integrated
with the connector; it’s available in
versions with P1 pressure sensor
and gas temperature sensor.
This sensor allows obtaining a
more precise measure of gas pres-
sure and temperature, and making
faster gas carburetion corrections if
needed.
3.5 MANIFOLD ABSOLUTEPRESSURE SENSOR (MAP)
This sensor (pict. 7) is l ight,
small and easy-to-fix to the car
body.
It has a pressure sensor suitable
for both aspirated and turbo-CNG
engines, allowing an accurate set-
ting on every kind of vehicle.
3.6 GAS PRESSURESENSOR (P1)
Inside the P1 device there’s the
P1 sensor, measuring rail absolute
pressure.
This device is preamplified, so
jamming the signal is very difficult.
It’s easy-to-install, thanks to its pre-
cabled connection.
3.7 “FLY SF” ECU
ECU is the operating unit that
controls the whole system. It’s com-
pletely made by automotive compo-
nents, being therefore suitable to
face high temperatures inside the
engine compartment, event though
precautions must be taken to not
assembly it near white-hot devices
such as the exhaust manifold. It
incorporates components of the
latest conception with a data pro-
cessing speed higher than most of
the original petrol ECUs.
Pict. 6Gas pressure andtemperature sensor,introduced in therail body (PTS)
Pict. 7MAP Sensor
Memory where program and
setting data are contained is not
volatile, so, once programmed, Fly
SF ECU can even be disconnected
from the battery with no loss of
data. It can be programmed many
tim es without any problem , for
instance it can be moved from avehicle to another one and re-pro-
grammed. Some data acquisition
channels have been planned in
order to be connected to various
signals, very different according to
the kind of vehicle (e.g. TPS, MAP,
and so on). Task of the ECU is col-
lect and process full information
and so check all different system
functions.
So, Sequent system is able to
assure the best integration at elec-tronic and communication level
(through serial K-l ine and CAN
BUS) keeping the same petrol con-
trol strategies and “translating”
Pict. 8P1 Sensor
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one recorded at the switching on
(idem for petrol mode).
3.8.A PETROL MODE
The red round LED turned on
informs the user of this state; gas
level information disappears, that’s
to say the four green level LEDs are
turned off.
3.8.B GAS MODE
In this state, vehicle starts in
petrol mode (level LEDs are on)
and it changes automatically over to
gas when program changeover set-
tings are reached. The round LED,
by becoming first orange and then
green (gas mode), informs the user
that changeover has been done.
3.8.C ERROR INDICATION (JUSTWITH DIAGNOSTIC ENABLED)
When com m unication fai ls,
3.8 PUSH-PUSHC H AN G E OV E R S W I TC HWITH LEVEL GAUGE AND
ACOUSTIC INDICATOR (BUZZER)
It is a push-button changeover
switch with a separate acoustic
indicator (Buzzer) and with a level
indicator consist ing of 4 green
LEDs for gas level and possible
errors indication, and of a bicolourLED (green-red) which indicates
the gas or petrol mode.
Unlike the changeover switches
provided until now, the Push-Push
is a one-position changeover swit-
ch. F uel change is recognised
every time the push-button is pres-
sed.
When you switch off the vehicle,
ECU recognises and records the
fuel state (gas or petrol), in order to
re-propose the same state at the
next switching on. Therefore, i f
during the switching off vehicle is in
gas mode, the gas mode will be the
12
petrol ECU injection times into the
corresponding gas ones, precisely
and fast, adapting itself to gas pres-
sure and temperature variations.
It sat isf ies OBD regulat ions
thanks to an efficient diagnostic
system on each sensor and actua-tor.
ECU is contained in a strong
aluminium case totally watertight,
able to face high temperatures and
to protect i ts electronic compo-
nents, both from external atmo-
spheric agents, and from mechani-
cal stresses it is subjected to, and
from electromagnetic radiations
irradiated by the engine electrical
components or by other sources
(transmitters, repeaters, mobile
phones, and so on).
We wish to remember that ECU
has been planned to withstand pro-
longed short-circuits, both towards
ground and battery positive, on
each of its inlet/outlet cables (natu-
rally except for grounds and sup-
plies). This allows not ruining ECU
even in presence of the most com-
mon wiring errors (polarity inver-
sion, wrong connection of one or
more cables, etc…).
Wiring connection passes throu-
gh a single 56-way connector,
which contains all the necessary
signals for its different functions,
within the limit of max. 4 injectors.
ECU incorporates the following
functions, previously obtained by
installing many external compo-nents:
• “modular” function for injectors
cutting and emulation,
• crankshaft sensor adapter
function, even more useful on
new vehicle models,
• ECU contains the main adap-
ters for “current” and “sup-
plied” lambda oxygen sen-
sors, that on other system s
must be assembled externally.
Pict. 10Push-Pushchangeover switch(version with and
without body andwith separateacoustic indicator)
Pict. 9Fly SF ECU
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system informs user by turning on
the two blinking green level LEDs in
the middle, and by the round oran-
ge LED blinking too. In this situation
the changeover switch doesn’t work
anymore, and the ECU records the
fuel mode that you had before theerror indication. If vehicle was in
gas mode, the mode remains the
same (idem for petrol mode).
If ECU recorded the gas mode,
but meanwhile the fuel ends, pas-
sage to the petrol mode will happen
automatically and without any acou-
stic indication.
3.8.D FUEL INDICATION:
LPG MODE
Changeover switch also works
as level gauge thanks to the four
green LEDs.
In order to know how much gas
there is in the tank (LPG) is enough
to control how many LEDs are tur-
ned on. If four LEDs are turned on,
tank is completely full (80% of tank
total capacity), if three led – 3/4 of
the tank, if two led – half tank, if
one led – 1/4 of the tank.
Fuel reserve indication is given
by the first LED blinking and it is
purely indicative.
You can obtain correct indication
with vehicle in plain and after few
minutes since the starting, also if
indication is immediately present.
We suggest using the partial
speedometer in order to controlvehicle autonomy.
I f t h e f o u r g r e e n L E D s a r e
blinking at the same time, it means
that it could be a gas exceeding
quantity inside the tank or the cylin-
der. In this case, we suggest cove-
ring som e ki lom etres unti l the
blinking is over.
Just in gas mode the tank gas
level is displayed on the four green
LEDs.
Avoid that petrol tank be com-
pletely empty, so always keep
petrol level at 1/4 or 1/2 of the
tank and periodically refill it.
3.9 LEVEL SENSOR
SEQUENT ECUs control gas
level indication by m eans of asignal on the GREEN LEDs of the
changeover switch. To do that, ECU
is able to elaborate the signal
coming from the BRC resistive level
sensor (pict. 11) placed on the LPG
tank multivalve. LEDs lighting thre-
sholds can be freely set up with the
PC (see Software Handbook 3/3
Part Ic), to allow a precise indica-
tion.
3.10 FUSES
LPG Sequent system is supplied
with fuses at the correct amperage,
fitted in the right seat.
We suggest not inverting their
position or replacing them with
fuses with different amperage.
- SQ P&D up to 4 cylinders: 5A fuse
and 15A fuse.- SQ P&D up to 4 cylinders: 5A fuse
and 25A fuse.
- SQ 24 MY07: 15A fuse.
The 5A fuse must be inserted in
the fuse-holder with the smaller
section cables, while the 15A fuse
in the fuse-holder with the larger
section cables.
3.11 RELAY
Sequent system uses relay to
interrupt battery positive coming
from the actuators.
3.12 DIAGNOSTIC SOCKET
The PC connection to the FLY
SF ECU is based on a diagnosticsocket, directly coming out from the
wiring. It is the 3-way connector dia-
gnostic socket (female-holder on
the harness), equipped with a pro-
tection cap.
F or the PC connection, i t is
necessary to use the suitable cable
code DE512114 or the USB cable
code DE512522.
3.13 SEQUENT SYSTEMSMAIN HARNESS
You will find a detailed descrip-
tion of sheaths and main wirings in
chapter 12.
3.14 SEQUENT SYSTEMSINJECTORS EMULATION
Sequent ECU carries out thewhole cutting and emulation func-
tion of petrol injectors.
With the word “cutting”, we mean
the function that, by interrupting
electr ical connection between
petrol ECU and injectors, avoid that
injectors could introduce petrol into
the cylinders during gas mode.
Actually, in this phase engine
gas supply must be carried out by
the SEQUENT system, and the
contemporaneous petrol injection
must be absolutely avoided becau-
se it should be dangerous for both
engine and catalyst. Obviously, the
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Pict. 11Resistive levelsensor onBRC Europa 2Multivalve
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petrol ECU diagnostic has especial-
ly been studied to detect possible
interruption in actuators connection,
especially for injectors.
T h i s i s t h e r e a s o n w h y i t ’ s
necessary to “emulate” the load that
was before represented by thepetrol injectors, that’s to say to
replace from an electrical point of
view the petrol injectors disconnec-
ted with “fake” injectors that ECU
cannot distinguish from the true
ones.
This function happens directly
inside the ECU without any external
component in respective harness.
3.15 “ET98 NORMAL” WPLPG SOLENOID VALVE
LPG solenoid valve is Water
Proof (with watertight connectors).
Filtering system has been impro-
ved, especially for what concerns
ferromagnetic particles. Using this
kind of solenoid valve is compul-
sory, because of the injectors high
precision.
3.16 “ET98 SUPER”WPLPG SOLENOID VALVE
ET98 Super solenoid valve is a
necessary device to intercept LPG,
planned to give higher performan-
ces. An im proved coi l , in fact,
allows having a more efficient ope-
ning strength with the same current.
This also allows having bigger pas-sage sections, and so, higher LPG
flow. In this case too, solenoid valve
has been planned for high-powered
engines, always keeping an high fil-
tering power. Equipped with Water
Proof connectors, solenoid valve
body is brass-coloured with no sur-
face covers, while coil is red.
3.17 SEQUENT SYSTEMS
HARNESS
Please make reference to para-
graph 12, “Wiring connections”.
Pict. 12“ET98” WPLPG Solenoid valve
Pict. 13“ET98 SUPER” WPLPG Solenoid valve
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4.1 REFUELLING POINT
LPG refuelling point has a big
importance in the equipment.
Besides allowing the tank refuel-
ling, it has to assure the complete
absence of gas leakages during
vehicle normal conditions.
So, refuelling point is a further
security device, because the non-
return valve inside it is ranged in
row with the LPG tank multivalve.
Refuelling point (pict. 1) is made
up of a brass main body, wheresupply gun is hooked and of a non-
return valve carrying out all main
functions. Copper pipe goes from
the filler body to the multivalve.
A plastic closing cap, present or
not in accordance with the refuel-
ling point position, protects it from
possible foreign bodies.
Refuelling point is normally fixed
inside the petrol refuelling point
compartment, or to the vehicle rearbumper.
Refuelling point assembly doe-
sn’t influence the working principle
of LPG system in which it’s installed
(i t doesn’t need adjustm ents);
however, it has to respect installa-
tion regulations in force in the coun-
try where it’s installed.
4.2 LPG RING-SHAPEDTANK
LPG tank is the biggest additio-
nal element of the equipment and
it’s normally installed in the vehicle
rear side, using the spare wheel
place.
Tanks too have to comply with
pres cr ipti on o f Eu rope an
Regulation R 67-01. They’re made
for supporting an exercise pressure
of 30 bar, bigger than the normal
one which is of few bar, and must
be equipped with an overpressure
valve.
Special attention must be
paid to NEVER fill up tank
at 100% with liquid LPG.
Until a part of its capacity, even
litt le, contains LPG in gaseous
state, pressure inside the tank is
equal to the vapour tension of that
specific LPG mixture at that specific
temperature, so, anyway, pressure
values are low compared with tank
resistance. If, instead, tank is com-
pletely full of liquid, pressure can
Pict. 1Refuelling point
Pict. 2LPG ring-shapedtank
4. DESCRIPTION OF
LPG SEQUENT
SYSTEMS
COMPONENTS
REAR SIDE
COMPONENTS DESCRIPTION HOMOLOGATION
1 - Ring-shaped tank (Stako-Step) E20*67R01*XXXX*
Europa Multivalve E13*67R01*0004*
2 - B1 refuelling point E13*67R01*0020*
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reach very high levels. Liquid LPG,
in fact, has a coefficient of cubic
expansion very high, roughly 0.002
- 0.0025 °C-1, that’s to say roughly
2000 times more than the steel one
and, as almost all liquids, it cannot
be compressed a lot. Therefore, anincrease of temperature provokes a
liquid LPG expansion, of course,
developing in this way high pressu-
res if in a closed place. So in this
case, pressure doesn’t depend so
much on liquid LPG, as on tank
resistance.
To avoid this situation, law
obliges to never fill up tank
with liquid LPG more than the
80% o f its vo lu me. Multivalve
( d e sc r i be d i n p a r ag r ap h 4 . 3 ),
manages this limitation by means of
a f l o a t a n d o f a s u i t a b l e b l o c k
system.
The 80% filling limitation assu-
res a big security level. In fact, to
occupy all the tank volume with its
expansion, it’s necessary that LPG
overheats more than 80° C above
the refuelling temperature.
A so high temperature range is
possible just in case of fire, but
NOT during normal working condi-
tions.
Finally, we have to consider that
tank complete filling is just a possi-
bility of danger, but it doesn’t mean
that it’s going to explode, because
sheet metal still has all its stret-
ching ability before breaking.
4.3. MULTIVALVE
Multivalve for LPG irremovable
tanks is a group of devices planned
on the basis of Regulation 67 01. It
must be directly installed on the
tank without using connections and
must be piloted so that it can auto-
matically close gas flow when engi-
ne stops, even accidentally.
Multivalve has inside itself the
following functions:
- valve for 80% filling limitation;
- non-return valve;
- level gauge;
- security valve for overpressure;
- remote control valve (solenoid
valve) with excess flow valve.
Pict. 3Multivalve
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pipes 17x23; pipes rather big,
because LPG needs a good water
flow to vaporize. Water connection
m ust be real ized in a row or in
parallel compared with the passen-
ger compartment heating circuit.
During the functional inspection of
the equipment installed, it’s impor-
tant to check that gas temperature
doesn’t reach low values especially
after a long use in power.Reducer is only avai lable in
pipe-holder fittings version, so use
click clamps for tightening.
5.2 “FJ1 HE”HIGH-EFFICIENCY FILTER
Fi lt er c an b e f ixe d to t he
bodywork or to the engine with any
kind of orientation.
Pipe that connects filter to the
rail should not be longer than 200-
300 mm. We suggest to place filter
in an easily accessible area in order
to carry out scheduled replacement
without any problem.
NOTE: During filter installa-
tio n , b ein g car efu l w ith
respecting the way shown by the
arrow printed on the sticker. It
shows the gas flow right way, that’s
to say from the Genius reducer to
the injectors rail.
Filter described is only available
in the pipe-holder fittings version.
We suggest replacing filter car-tridge every 20.000 km.
1717
T h e fo llow in g in stallatio n
rules have to be considered as
general.
Before install ing the various
components of Sequent system, it
is recommended to check the vehi-
cle good working in petrol mode.
Especially, it is necessary to care-
fully check the electronic ignition
equipment, the air-filter, the catalyst
and the Lambda Oxygen sensor.
5.1 GENIUS MB TH2OLPG REDUCER
Reducer must be firmly fastened
to the bodywork so that it is not
subjected to vibrations during its
working. With the engine understress, the reducer must not hit any
other device. It can be installed with
any orientation; it’s not important
that diaphragm be parallel to the
running direction.
Pipe that connects reducer to
the rail should not be longer than
200-300 mm.
Te m pe r a tu r e s e n so r c a bl e
should not be too tight or twisted,
and it should not make sudden
folds at the outlet of the sensor.
Pipe going from the solenoid
valve to the reducer mustn’t go
through too hot areas of the engine
compartment.
As no adjustment is expected for
reducer, it’s not essential to assem-
ble it in an easily accessible area.
However, the installer should avoid
too uneasy positions, in order to
realize maintenance operations
without too many difficulties. Please
note that reducer has on the water
side some pipe-holder fittings for
Pict. 1Genius MBreducer - exampleof installation
5. MECHANICAL
INSTALLATION
17
Pict. 2FJ1 fi lter - exampleof installation
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Pict. 3
2
8
4
1
3
5
7
6
9
10
Pict. 4MAP sensor -example ofinstallation
Injector ends with a threaded
part, where you have to connect the
pipe on which fitting ought to be
installed, as indicated in paragraph
5.5.
5.3.2 INSTALLATION OFINJECTORS RAIL ON VEHICLE
The rail with the injectors can be
fixed both to the vehicle and to the
engine; the orientation is not impor-
tant .
F i x i n g m u s t b e s t a b l e ; i t i s
necessary to place injectors as
close as possible to the engine
head so that air-intake manifold
connection pipes are as short as
possible. They should not be longerthan 150 mm.
In case of BRC injectors, the
suitable connection nut has to be
assembled on one end of the pipe
as indicated in paragraph 5.5. Pipes
181818
5.3 RAIL AND INJECTORSGROUP
5.3.1 BRC INJECTORSASSEMBLY ON RAIL WITH GAS
PRESSURE AND TEMPERATURESENSOR
On the rail body, besides the
injectors, the gas pressure and tem-
perature sensor (already described
in paragraph 3.4) is also directly
inserted, as you can see in picture
3.
There’s no more connection with
P1 pressure sensor (a cap closes
the hole), but pipe-holder fitting at
the gas outlet remains (P&D ver-
sion).
In SQ24 MY07 version, instead,
rail may have or not the PTS sen-
sor, that’s to say may have or not
the P1 fitting.
BRC injectors has to be installed
as follow:
• Insert O-Ring (1) on the rail
seat (2).• Insert O-Ring (3) on the injec-
tor threaded part (4).
• Insert injector (4) on the rail
seat (2).
• Fix injector to the rail and lock
i t w i t h w a s h e r a n d n u t ( 5 ) .
During tightening, hold firmly the
i n j e c t o r w i t h a h a n d i n t h e
wished position, avoiding its
rotation. Do not use pliers or
spanners to hold injector as theycan damage the steel body or
the plastic covering. Apply a
maximum torque wrench of 8 ±
0,5 Nm.
• Insert washer (6) on the sen-
sor threaded part (7).
• Insert sensor (7) in the rail seat
(8).
• Install fixing bracket (9) on the
vehicle using the two screws
and washers (10).
Please pay attention to the
clean in g d u r in g assemb ly to
avoid dirtiness could damage
injector.
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must have the same length and
don’t create any narrowing.
Injectors must not be situated
near the exhaust manifold. Always
follow good installation criteria for
pipes and electric wires indicated in
paragraph 5.5 and in chapter 6.As the injectors are not totally
noiseless, it is better to not fix them
to the bulkhead that divides the
engine from the passenger com-
partment, because it may become
a resonance box and amplify the
noise. In case you cannot choose
any other position, it is necessary
to equip the fixing bracket with sui-
table damping systems (silent-
block).
5.4 MANIFOLD ABSOLUTEPRESSURE SENSOR (MAP)
Sensor has to be fixed to the
vehicle bodywork (pict. 4) avoiding
high heat irradiation areas. It is bet-
ter than pipes are as short as pos-
sible and anyway no longer than
400 mm.
5.5 PIPES
Pipes belonging to the Sequent
s ys t em a r e r e al i se d b y B R C.
According to the Sequent kit used,
we provide pipes ø 10x17 or ø
12x19 mm with fitt ings on each
ends (pict. 5) and pipes ø 5x10,5
mm with fitt ing on one end only
(pict. 6).For applications for BRC injec-
tors, we use pipe ø 5x10,5, that
must be cut at the length desired to
allow installing on it a pipe-holder
with a fitting-nut. In such cases,
installation will be as follows (pict.
7):
• Install pipe-holder fitting (1) on
the suitable nut (2).
• Fit the click clamp (3) on the
pipe (4).
• Fit deeply the pipe on the pre-
viously assembled pipe-holder.
• Tighten pipe on the pipe-holder
with the click clamp using suita-
Pict. 5Gas pipe ø10x17,to use in kit havingrail with threaded fit-ting for gas outlet
Pict. 7Assembly ofpipe-holder on pipe
1234
Pict. 6Pipe ø 5x10,5 mm
Pict. 8Inclination ofmanifold drillingYES NO
Manifold
E n g
i n e
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Pict. 9Holes orientationon manifolds
Pict. 10Manifold drilling
Pict. 11Manifold threading
YES YES
NO
ble pliers.
Be careful with not leaving any
rubber residuals while cutting pipe
or fitting pipe-holder, because they
could obstruct the pipes or other
com ponents of the equipm ent,
prejudicing i ts working. Beforeinstalling pipe, it’s better to blow it
with compressed air, in order to
expel any impurities or residuals.
Verify that clamp assures tightness.
We recommend not using pipes
different from the supplied ones and
always installing them using high-
quality wrenches in order to avoid
damage to the nuts.
Every time you need to remove
a fitting, use two wrenches, in order
to firmly hold the component not to
be unscrewed. Fittings are waterti-
ght and they seal on conical-spheri-
cal surfaces. Do not apply excessi-
ve torque wrenches to avoid dama-
ging the fittings.
Do not use any sealing product.
The usual criteria related to the cor-
rect installation of pipes should
always be respected, avoiding any
relative movements during running
in order to not creating frictions and
wears, contacts against sharp cor-
ners or drive belts, and so on.
Once installed, pipes should not
be too stretched, they should not
make any folds or be positioned in
such a way to have the tendency to
make folds in the future.
5.6 NOZZLES
Nozzles installation is one of the
most important operations of the
whole installation.
We suggest to clearly indicating
on the manifold all the points that
will be drilled, before beginning.
Use specific tools included in
the tool-case Injection Systems
code 90AV99004048.
Drill should be quite near the
cylinder head, but preserving the
same distance on all manifold bran-
ches and the same nozzle orienta-
tion. Each nozzle has to be perpen-
Pict. 12Nozzle wrenchingon pipe fitting.Just for BRCinjectors.
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some special nozzles, shorter
than the standard ones.
5.7 ECU
It can be fixed both inside the
passenger and in the engine com-
partment.Use the fixing holes on the alu-
minium body avoiding subjecting
structure to excessive stresses
(e.g.: do not fix the ECU on a con-
vex surface, thinking you can tigh-
ten the bolts thoroughly, level so
everything).
If available, always use the sui-
table fixing bracket.
Avoid too hot areas, or areas
subjected to high thermal radia-
tions.Even though ECU is watertight,
avoid installing it in areas subjected
to continuous dripping in case of
rain, so that the water doesn’t pene-
2121
Pict. 15ECU assemblyinto the enginecompartment
dicular to the intake-pipe axis, or at
least, create an angle such to con-
vey flow towards the engine and not
towards the throttle-body.
On the plastic manifolds, find
areas whose walls are as less thin
as possible. After having markedproperly the drilling points with a
pencil, before starting to drill, verify
with the drilling-machine equipped
with a helical bit, that there are not
overall dimensions such to avoid
the correct drilling of all branches
following the direction wanted.
Make an engraving and now drill
(pict. 10). Use a correctly sharpe-
ned 5 m m hel ical bi t , and then
make an M6 threading (pict. 11).
While drilling and threading, take all
necessary measures to prevent the
chips from going into the manifold.
In particular, we suggest to fre-
quently remove chips while drilling
a n d g r e a s e t h e b i t d u r i n g t h e
breaking last phase of the wall, in
order to stick the chips to the bit.
T he last part of wal l should be
broken slowly so that the chips
could be very thin: in this way, chips
stick better to the bit and, if any of
them falls inside, it would cause no
dam ages. Even during the M 6
threading, it is necessary to often
grease, extract and clean the screw
tap.
By using two 10 mm wrenches
(pict. 12) screw each nozzle to the
used ø 5x10,5 mm pipe connection.
Using some sealing product, asLoctite 83-21 (pict. 13), screw nozz-
le and pipe on the manifold hole
(pict. 14). Fit the nozzles correctly in
order to avoid t ightening them
excessively and stripping them.
During the wrenching, we suggest
to always use a proper wrench, as
the one contained in the tool-case
code 90AV99004048.
Never change either the inside
diameter of the nozzles or their out-
side shape.
NOTE: In presence of small
diameter intake manifolds,
it can be necessary to install
Pict. 13Threads-blockerproduct.Just for BRCinjectors
Pict. 14Nozzle wrenchingwith pipe onmanifold
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right direction.
Warning: all not pre-cabled
connections should be carried
out through sweet brazing (soft
soldering) and opportunely insu-
lated. Be careful that solde-
r in g i s n ot “ c ol d” a nd
without risk of detachment in the
future. Any unused wiring cables
should be shortened and separa-
tely insulated. Never use weldersthat are connected to the battery
of the same vehicle, or quick
type welders.
trate and stagnate in the harness or
sheaths.
No adjustment is programmed
on the ECU; i t is therefore not
important it’s easily accessible.
It’s more important, instead, that
cable going from the ECU with thecomputer connection is placed in a
very accessible area and protected
by the cap from possible water infil-
tration.
5.8 PUSH-PUSHCHANGEOVER SWITCH
Push-push changeover switch is
available in two versions, with or
without the round frame. So, installation
must be carried out as following:
built-in fixing: making a 23 mm hole
and introducing changeover switch
without its frame (pict. 16).
external fixing: making a 14 mm
hole that allows the cable passage,
and pasting changeover switch with its
round frame (pict. 17).
5.9 SEQUENT SYSTEMSHARNESS
From a “mechanical” point of
view, we suggest placing wiring
very carefully and avoiding forcing
on the connections (never pull on
wires to let a connector passing
through a hole or to disconnect
it!!!). Avoid making too remarked
folds, too strong clamping, sliding
against moving parts, etc. Avoidthat some pieces of cables are too
stretched when the engine is under
stress. Fix opportunely the pieces
of cable near connectors, to prevent
that, by dangling, they could wear
them out in the future. Avoid any
contact with sharp corners (burr the
hole rims and install some wire-
leads). Avoid placing Sequent
system cables too close to the
spark plugs cables or to other parts
subjected to high voltage.
Each connector is polarised,
and this is the reason why you can
install it without stress only in the
Pict. 16Push-Push chan-geover switch -example of built-infixing
Pict. 17Push-Push chan-geover switch -example of externalfixing
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6. RULES FOR A
RIGHT INSTALLA-
TION OF LPG
SEQUENT SYSTEMS
REAR SIDE
6.1 RING-SHAPED TANKASSEMBLY RULES
Tank is provided with Multivalve
already installed.
R67 01 regulation describes in
its part II prescriptions to follow for
assembling tanks; in Italy, further
prescriptions are indicated in the
Ministry’s circular Prot. 1671-4102 of
05.21.2001.
Place tank in the luggage com-
partment strongly anchoring it to
the car body with its suitable sup-
ports, with fixing clamps and tie
rods, following assembly instruc-
t i o n s d e s c r i b e d i n i t s s p e c i f i c
instruction PART II (i) b.
6.2 REFUELLING POINTASSEMBLY RULES
Fix refuelling point inside the
petrol refuel l ing com partm ent,
being careful to apply some anti-
rust paint on the holes. Let perfectly
a d h er e r e fu e l li n g p o i nt t o t h e
bodywork, also using some silico-
ne.
Pict. 3Refuelling point
Pict. 1Ring-shaped tank
Pict. 2Ring-shaped tankfixingTANK
PIPES PROTECTION
DUCT
PLATE
BASE OF WHEEL
COMPARTMENT
VEHICLE
FRONT SIDE
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C H E C K L I S T
G A S P E T R O L
Components fixing
Pipes narrowing
Water clamps
Fittings of high-pressure gas pipes
Fittings of low-pressure gas pipes
Gas leakages
Liquids
Components slidings
Right 80% refuelling
Reducer heating
Changeover switch LED working
Level sensor working
Right changeover
Check of software last vers. with PC
Parameters check with PC
Petrol mode
7. CHECK
PROCEDURES FOR
A RIGHT
INSTALLATION
In the engine com partm ent,
verify that all tightness clamps have
been inserted, that fittings are clo-
sed and that every component has
been installed.
With the engine switched on,
check that components and pipes
in the engine compartment don’t
touch any moving mechanical part
or any heat source.
Verify fittings tightening to avoid
possible gas leakages and checkthat pipes don’t create any nar-
rowing.
Control liquids level, and being
sure with the right reducer heating.
Check right changeover, and
LEDs and level sensor working.
Control tank fixation.
Start vehicle up and refill it with
5 l i tres of LPG in the refuell ing
area.
C h ec k t h e r i g ht w o r ki n g o f
refuelling point and Multivalve while
refuelling.
It ’s absolutely necessary to
verify that:
a: 80% f i l l ing l im itat ion device
works, testing that it really inter-
rupts filling at roughly the 80% of
the tank;
b: opening and closing of supply
solenoid valve are clear and preci-se.
With the engine switched on,
connect yourself to the PC and, by
means of the suitable software,
verify vehicle working parameters
(download software as shown in
paragraph 9).
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8. START UP
PROCEDURES
(RANGE-VALUE)
You’ll find Start Up proceduresand all information about diagnostic
into the handbook Part Ib.
9 SEQUENT
SYSTEMS
SOFTWARE
INSTALLATION
Installation can be made both
using CD-ROM, and downloading
files from our website www.brc.it.
M o re o ve r, y o u c a n u p d at e
software on PC and ECU program-
ming files (software, loader, map-
pings and setting up) both using
CD-ROM, and downloading files
from our website www.brc.it.
In order to program an ECU, you
need SEQUENT program, which
allows controlling and programming
ECU, and files to be transferred onthe ECU itself, especially:
• Program allowing the ECU
working
• Loader allowing the passage
from a program already installed
in the ECU to a new one
• Files containing maps of vehi-
cles already developed (the
ones called .AAP)
• Files containing setting up of
vehicles already developed (the
ones called.FSF)
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10. COMPONENTSMAINTENANCESCHEDULE
The following rules for compo-
nents maintenance have to be con-
sidered as general.
10.1 PRELIMINARYOPERATIONS
10.1.1 SECURING THEEQUIPMENT
THESE OPERATIONS ARE NOT NECES-
SARY IF YOU REALIZE INTERVENTIONS ON
FLY SF ECU AND ON FUSES (PARA-
GRAPHS 10.2.9 AND 10.2.10), IN THIS
CASE, GO TO PARAGRAPH 10.2.
Op e n th e b o n ne t, l i f t th e sp a re
wheel cover, and remove the gas-
tight housing cap on LPG tank by
operating on the 2 screws.
Close tap on multivalve (pict. 1).
NOTE: while closing tap
d on’ t a pp ly t oo mu ch
strength, to avoid damaging the
inside rubber shutter.Start vehicle up with changeover
switch on automatic mode (pict. 2,
Red LED off; changeover switch but-
ton has a red LED that reports vehi-
cle working mode).
Bring vehicle to 3000 RPM; after the
changeover to gas, wait for gas
exhaustion in the pipes.
When gas is over, an intermittent
sound informs that vehicle has auto-
matically changed over to petrol.Push changeover button. Button
should turn on and sound should
stop.
Switch vehicle off.
NOTE: sometimes, during
the automatic changeover
from forced gas to petrol, vehicle
could switch off. In these cases,
change over to petrol (button on)
and turn dashboard off.
EUROPA
MULTIVALVE
TAP
Pict. 1Multivalve
Pict. 2Changeover switch
Inspection of LPG system mechanical components X X X X X X X
Inspection and replacement of LPG SV filter - - X - X - X
Air filter cleaning X X X X X X X
Check of spark plugs cables, spark plugs, ignition system X X X X X X X
Inspection of connection clamping X X X X X X X
Inspection of water-gas clamps tightening X X X X X X X
Inspection of carburation with BRC special instrument X X X X X X X
replacement of FJ1 filter cartridge X X X X X X
Inspection and adjustment of valves gap X X X X X X
Key:X= to carry out
1 0 0 0 k m
2 0 . 0
0 0 k m
4 0 . 0
0 0 k m
6 0 . 0
0 0 k m
8 0 . 0
0 0 k m
1 0 0 . 0
0 0 k m
1 2 0 . 0
0 0 k m
Scheduled maintenancecoupons
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10.2 LPG COMPONENTSOVERHAULING AND/ORREPLACEMENT
In this section we described pro-
cedures necessary to overhaul
and/or replace LPG system compo-nents. Choose paragraphs concer-
ning component and operations
you are interested in.
10.2.1 OVERHAULING AND / ORREPLACEMENT OF LPGSOLENOID VALVE FILTER GROUP
10.2.1.a Disassembly of LPG
Solenoid Valve with plastic cap
AFTER REALIZING PRELIMINARY OPE-
RATIONS DESCRIBED IN PARAGRAPH
10.1:
1) Close Solenoid Valve in a vice as
you can see in picture 4.
2) With a CH17 wrench unscrew Cup
Torque Screw (12).
3) Remove Cup (11) which contains
Filter (6, 5, 10).
4) Decouple Screw (12) from Filter
(6, 5, 10).5) Remove Bracket (3).
6) Remove every OR of disassem-
bled components.
7) Make a careful wash/cleaning of
every component not replaced
(Body, Cup, Filter, and so on).
10.2.1.b Reassembly of LPG
Solenoid Valve with plastic cap
1) Close Solenoid Valve body in a
vice as you can see in picture 5.2) Fit OR (2) in the suitable housing.
3) Install Bracket (3) and OR (4).
4) Take Filter Group (6, 5, 10), house
it in the Cup (11) checking the pre-
sence of Magnet (30), then insert
Screw (12) with OR (13) and assem-
ble all on the Solenoid Valve body by
locking Screw (12) with a CH17
dynamometric wrench, applying a
15±1,5 Nm torque wrench.
5) Reassembly of Solenoid Valve on
vehicle.
ONCE OVERHAULING / REPLACEMENT
E N D E D, C A R RY O U T O P ER AT I ON S
DESCRIBED IN PARAGRAPH 10.3.
Solenoid valve
Core Group
Pict. 3Solenoid valvewith plastic cap
Pict. 4
Pict. 5
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Solenoid valveCore Group
Pict. 6Solenoid valvewith Polar
Pict. 7
Pict. 8
10.2.1.c Disassembly of LPG
Solenoid Valve with polar
AFTER REALIZING PRELIMINARY OPE-
RATIONS DESCRIBED IN PARAGRAPH
10.1:
1) Close Solenoid Valve in a vice as
you can see in picture 7.2) With a CH17 wrench, unscrew
Cup Torque Screw (12).
3) Remove Cup (11) which contains
Filter (6, 5, 10).
4) Decouple Screw (12) from Filter
(6, 5, 10).
5) Remove Bracket (3).
6) Remove every OR of disassem-
bled components.
7) Make a careful wash/cleaning of
every component not replaced
(Body, Cup, Filter, and so on).
10.2.1.d Reassembly of LPG
Solenoid Valve with polar
1) Close Solenoid Valve body in a
vice as you can see in picture 8.
2) Fit OR (2) in the suitable body
housing.
3) Install Bracket (3) and OR (4).
4) Take Filter Group (6, 5, 10), house
it in the Cup (11) checking the pre-
sence of Magnet (30), then insert
Screw (12) with OR (13) and assem-
ble all on the Solenoid Valve body by
locking Screw (12) with a CH17
dynamometric wrench, applying a
15±1,5 Nm torque wrench.
5) Reassembly of Solenoid Valve on
vehicle.
ONCE OVERHAULING / REPLACEMENT
E N D E D, C A R RY O U T O P ER AT I ON SDESCRIBED IN PARAGRAPH 10.3.
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Solenoid valve
Core Group
Pict. 10
Pict. 11
Pict. 9Solenoid valvewith plastic cap
10.2.2 REPLACEMENT OFLPG SOLENOID VALVECORE AND / OR COIL
10.2.2.a Core replacement of LPG
Solenoid valve with plastic cap
AFTER REALIZING PRELIMINARY OPE-RATIONS DESCRIBED IN PARAGRAPH
10.1:
1) Close Solenoid Valve body in a
vice as you can see in picture 10.
2) Remove Cap (22) with a screwdri-
ver.
3) Take out the Coil (21), then, with a
CH19 wrench, unscrew Cylinder
(20).
4) Replace Nuclear Group with the
new one and the OR (19), then
screw Cylinder on the Solenoid Valve
Body with a CH19 dynamometric
wrench applying a 15 Nm torque
wrench.
5) Insert Coil (21) on cylinder and
install Cap (22) with a plastic/rubber
hammer.
6) Reassembly of Solenoid Valve on
vehicle.
ONCE OVERHAULING / REPLACEMENTE N D E D, C A R RY O U T O P ER AT I ON S
DESCRIBED IN PARAGRAPH 10.3.
P.S.: If you merely replace Coil,
follow steps 1, 2 and 5 only.
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Pict. 13
Pict. 14
Solenoid valve
Core Group
Pict. 12Solenoid valvewith Polar
10.2.2.b Core replacement of LPG
Solenoid valve with polar
AFTER REALIZING PRELIMINARY OPE-
RATIONS DESCRIBED IN PARAGRAPH
10.1:
1) Close Solenoid Valve in a vice as
you can see in picture 13.2) With a CH17 wrench unscrew
Polar (22).
3) Take out the Coil (21) and the
Washer (24), then with a CH19 wren-
ch unscrew Cylinder (20).
4) Replace Nuclear Group with the
new one, then screw Cylinder on the
Solenoid Valve body with a CH19
dynamometric wrench applying a 15
Nm torque wrench.
5) Insert Washer (24), Coil (21) and
ORs (19, 23), then close Polar (22)
with CH17 dynamometric wrench
applying a 15 Nm torque wrench.
6) Reassembly of Solenoid Valve on
vehicle.
ONCE OVERHAULING / REPLACEMENT
E N D E D, C A R RY O U T O P ER AT I ON S
DESCRIBED IN PARAGRAPH 10.3.
P.S.: If you merely replace Coil,
follow steps 1, 2 and 5 only.
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Pict. 18
FILTER
OUTLET
REDUCER
OUTLET
FIXATION
CLAMP
31
10.2.3 GENIUS REDUCERREPLACEMENT
AFTER REALIZING PRELIMINARY OPE-
RATIONS DESCRIBED IN PARAGRAPH
10.1:
By using a 13 mm wrench, unscrewGenius reducer fixation screw.
Unscrew vacuum pipe 5x10,5 mm.
Unscrew gas pipe 10x17 mm.
Lift reducer from the bracket and
unscrew gas pipe fitting of reducer
inlet.
Close water pipes on the reducer
with suitable pliers (pict. 17).
Loosen clamps fixing water pipes
on the reducer. Rem ove water
pipes and replace reducer.
Connect water pipes to the elbows
of the new reducer, then fix them
with clamps. Remove pliers from
water pipes.
Screw gas pipe coming from the
solenoid valve on the reducer
again.
Place reducer on the bracket again.
ONCE OVERHAULING / REPLACEMENT
E N D E D, C A R RY O U T O P ER AT I ON SDESCRIBED IN PARAGRAPH 10.3.
10.2.4 FJ1 HE FILTEROVERHAULING
AFTER REALIZING PRELIMINARY OPE-
RATIONS DESCRIBED IN PARAGRAPH
10.1, unscrew the two pipes of filter
outlet.
Unscrew gas pipe coming out from
the reducer.Unscrew filter fixation screw.
Rem ove f i l ter from i ts f ixat ion
clamp. Remove elastic clamp fixing
the filter cap. Remove cap (pict. 27).
Extract the old cartridge from the fil-
ter.
Put the old cartridge cap on the
new one.
Insert new cartridge in the filter,
with cap towards the inlet.
Place outlet cap again.
Close with elastic clamp.
Reassem bly f i l ter with f ixat ion
clamp.
Screw fittings again.
BRASS
ELBOWS
GENIUS FIXATION
SCREW
VACUUM PIPE
Pict. 15
Pict . 16
Pict . 17
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ONCE OVERHAULING / REPLACEMENT
E N D E D, C A R RY O U T O P ER AT I ON S
DESCRIBED IN PARAGRAPH 10.3.
10.2.5 BRC INJECTORSREPLACEMENT
NOTE: we’ll show here how
to replace one only BRC
injector, because procedure is
the same for all injectors.
AFTER REALIZING PRELIMINARY OPE-
RATIONS DESCRIBED IN PARAGRAPH
10.1, unscrew gas pipe coming to
the nozzle of injector outlet fitting.
Unscrew injector fixation nut (pict.
29).
Remove injector, being careful with
NOT missing small parts in the
engine.
Unhook connector from the injector,
by f i rst bringing yel low tongue
towards the outside, and pressing
then the black tongue.
Remove possible ORs left inside
the injector housing on the Rail.
Introduce new injector on the Rail,
being careful with using every new
small parts provided (OR, nut and
washer).
Fix new injector to the Rail with nut
and washer, placing this latter with
its concave side towards the Rail.
ONCE OVERHAULING / REPLACEMENT
E N D E D, C A R RY O U T O P ER AT I ON S
DESCRIBED IN PARAGRAPH 10.3.
10.2.6 REPLACEMENT OF GAS
PRESSURE AND TEMPERATURESENSOR
On the rail, there’s the gas pressure
and temperature sensor.
AFTER REALIZING PRELIMINARY OPE-
RATIONS DESCRIBED IN PARAGRAPH
10.1, replace sensor as follows.
Unhook connector and unscrew it
using a wrench.
Remove sensor together with the
aluminium tightness washer.
Introduce now the new sensor com-
plete with tightness ring (pict. 32)
and screw it using a wrench.
WARNING! Screw sensor on the
CAP
ELASTIC CLAMP
FOR FIXING CAP
GAS PIPE TO UNSCREW
Pict. 19
Pict. 20
Pict. 21
INJECTOR FIXING NUT
Pict. 22
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Pict. 25Changeover switch
3333
Rail holding the nut. Never
screw sensor on the Rail
holding the connector.
Join connector again.
ONCE OVERHAULING / REPLACEMENT
E N D E D, C A R RY O U T O P ER AT I ON S
DESCRIBED IN PARAGRAPH 10.3.
10.2.7 FLY SF ECU REPLACE-MENT
Unhook Fly SF connector, pulling
purple slide towards the outside of
the connector.
Lift connector up.
Unscrew the two fixing screws.
R e p l a c e F l y S F a n d f i x i t w i t h
screws. Hook connector again.
ONCE OVERHAULING / REPLACEMENT
E N D E D, C A R RY O U T O P ER AT I ON S
DESCRIBED IN PARAGRAPH 10.3.
10.2.8 FUSES REPLACEMENT
Fuses situated on the Fly SF ECU
must be replaced only with fuses
with the same characteristics.
ONCE OVERHAULING / REPLACEMENT
E N D E D, C A R RY O U T O P ER AT I ON S
DESCRIBED IN PARAGRAPH 10.3
10.2.9 CHANGEOVER SWITCHREPLACEMENT
Dismounting changeover switch
from its own housing. Unhook con-
nector and replace changeover
switch with a new one.
10.3 FINAL OPERATIONS
Once com ponents overhaul ing
and/or replacement ended, reas-
semble intake manifold.
Then, open tap of multivalve in the
rear side.
Start vehicle up.
Bring changeover switch in automa-
tic gas position (LED off).
Bring vehicle at 3000 RPM.
Wait for changeover to gas.
Open the bonnet and check the
absence of leakages on gas fittings
touched by the overhauling and/or
PTS SENSOR
TO UNSCREW
Pict. 23
Pict. 24
CONNECTOR
BLOCKING SLIDE
FLY SF FIXING
SCREWS
replacement of gas components.
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11. INSTALLER’S
LEVEL OF
COMPETENCE
Workshop must possess suita-
ble certifications that law makes
compulsory to realize gas system
conversions.
Moreover, it has to possess the
certificate of participation issued
during the installer’s technical cour-
ses made in MTM-BRC seat (or in
the BRC dealer seat).
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The following general installation
rules have to be considered as indi-
spensable for a good understan-
ding of the system.
SEQUENT ECUs are connected
to the SEQUENT electric equip-
ment (supplies, grounds, signals,
sensors, actuators, etc.) through a56- or 24-pole (according to the
system used) connector containing
all the signals necessaries for the
various functions.
Most of the wiring cables ends
on pre-cabled connectors, therefore
it becomes very easy to connect
the system com ponents to the
ECU; furthermore, conductors are
divided into many sheaths, in order
to simplify the installation and the
identification of the different cables.
All the connections of cables not
ending on a connector should be
carried out by a well-done and duly
insulated soft soldering. Avoid any
connections by simply twisting the
wires or using other scarcely relia-
ble systems. For the mechanical
assembly and the wiring location,
make reference to the chapter 5 ofthe present handbook.
In the following paragraphs
we’ll analyse wiring connections
of LPG Sequent Plug&Drive and
LPG Sequent 24 MY07.
12.1 LPG SEQUENTPLUG&DRIVE MAINHARNESS
12.1.1 56-POLE CONNECTOR
Being the 56-pole connectorused by the system SEQUENT the
same already used in the other
Sequent family systems, also
considering the similitude of ECUs
outside structure, it could happen
you install the wrong ECU in the
wrong system.
It’s very important to avoid
this error, because it could
damage ECUs and/or vehicle ori-
g in al su p p ly system. If, after
installing the system and inserting
ECU, vehicle doesn’t start up, we
s ug g es t n o t i n si st i ng , r at h er
checking that ECU is the right one.
12.1.2 SOLENOID VALVESCONNECTIONS
No solenoid valve terminal is
c o n ne c te d p e r p e tu a l ly t o t h eground, but a cable comes from the
+12V battery (through fuse and
relay), while FLY SF ECU controls
the other one.
Do not connect directly the
solenoid valve terminals to
the ground: this may cause a
short-circuit and will burn the
fu ses o n th e h ar n ess an d /o r
prejudice the correct operation
of the equipment.Separated piloting cables have
been planned for front and back
solenoid valve. This separation
allows FLY SF ECU understanding
whether and, in case, which of the
two solenoid valves is burnt or in
short-circuit. It is therefore neces-
sary to avoid connecting the twosolenoid valves in parallel: this may
prejudice the ECU diagnostic func-
tion (pict.1).
12.1.3 SUPPLY AND BATTERYGROUND
Sheath “A” in picture 4 contains
two red and three black cables to
be connected to the car battery: the
red wires to the positive and the
black ones to the negative. It is
important to connect the cables as
they are, allowing that they reach
separately the terminals of the bat-
tery, without joining wires of same
colour in one only or joining them
along the harness.
Grounds must be always
connected to the battery
negative and not to the car body,
to the engine ground or to other
grounds presents on the vehicle.
12.1.4 FUSES AND RELAY
At the outlet of the sheath “B”
(see pict. 4) there are the two 15A
and 5A fuses of the SEQUENT
equipment. The harness is supplied
with the two fuses at the correct
amperage, fitted in the right seat.We suggest not inverting their posi-
12. WIRING
CONNECTIONS
(-) (+) (-)
(+)
Pict. 1Connection offront and rearsolenoid valves
S h e a t h
“ E ”
S h e a t h
“ F ”
Extension cable
code 06LB50010062
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(-)
(+)
Pict. 2
S h e a t h
“ E ”
E x t e n s i o n
c a b
l e
c o d e
0 6 L B 5 0 0
1 0 0 6 2
tion. The 5A fuse ought to be inser-
ted in the fuse-holder with the smal-
ler section cables, while the 15A
fuse in the one with the larger sec-
tion cables. We want to remember
that for 6- and 8-cylinder versions,
the 25A fuse is provided, instead ofthe 15A one.
At the outlet of the sheath “B”
there is also a relay that SEQUENT
system uses to interrupt the battery
positive arriving to the actuators.
After ending connections, we
suggest to properly fix and protect
both fuses and relay.
12.1.5 PUSH-PUSH
CHANGEOVER SWITCH
The 5-poles multi-polar cable
“C1” of the wiring, ending on a 5-
way connector, is the cable for con-
nection between ECU and push-
push changeover switch situated
inside the passenger compartment.
The 2-poles multi-polar cable “C2”
of the wiring, ending on a 2-ways
connector, is the cable for connec-
tion between ECU and the acoustic
indicator (buzzer), which in this kind
of changeover switch is separated,
because of its small dimensions.
12.1.6 DIAGNOSTIC SOCKET
The PC connection to the FLY
SF ECU is based on a diagnostic
socket, directly coming from the
wiring “D”. It is the 3-way connectordiagnostic point (female-holder on
the harness), equipped with a pro-
tection cap. Diagnostic socket is
usually placed near the 56-poles
connector of the ECU.
F or the PC connection, i t is
necessary to use the suitable cable
code DE512114 or the USB cable
code DE512522.
12.1.7 LEVEL SENSOR
The resistive level sensor has
connected directly to the wiring
through the pre-cabled 2-poles con-
nector (sheath “E” in picture 4).
There is no possibil i ty of error,
because the connector of the level
sensor is the only one of this type.
The connection between ECU and
sensor can be made through the
special extension cable
(06LB50010062) ending on special
connector of resistive sensor for
Europa multivalve. Sheath “E” also
contains the 2-poles connector forrear solenoid valve connection.
12.1.8 SOLENOID VALVES
Solenoid valves are connected
to the harness through precabled
connectors joined to the cables in
sheats “E” and “F”.
Front solenoid valve ought to beconnected to the connector of
sheath “F ”, whi le the rear one
(“Europa 2” multivalve) ought to be
connected to the connector of
sheath “E” through suitable exten-
sion cable code 06LB50010062.
Sheath “E” also contains con-
nector for connecting resistive sen-
sor described in paragraph 12.1.7.
12.1.9 GENIUS MB TH2O
It ’s connected to the harness
through the suitable 4-way connec-
tor (male-holder on harness) onwhich 3 cables of sheath “G” end
(pict. 4).
Pict. 3
Push-Push
Changeover
Buzzer
Push-Push
Changeoverswitch
Connector
Buzzer
connector
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12.1.10 GAS INJECTORS
Gas injectors are connected to
the wiring through the cables with
pre-cabled connectors contained in
the sheaths “I1”, “I2”, “l3”, “I4” (pict.4).
Gas injectors connectors are
numbered from 1 to 4 (or from 1 to
8 if we use ECU with two connec-
t o r s ) ; t h e s a m e i s f o r s h e a t h s
whose cables will be connected to
the petrol injectors.
I t i s v e r y i m p o r t a n t t o
maintain correspondence
between gas and petrol injectors.
Actually, gas injector to which
connector n° I1 has to be connec-
ted, must correspond to the cylinder
containing the petrol injector to
which we will connect the plug of
Injectors Connection Sequent
Wiring (or the Orange and Violet
wires of the Universal Injector
C on n ec ti o n S e qu e nt W ir i ng )
marked with the n° P1, and so on. If
there is not this correspondence,
you could feel a worsening in the
equipment performances, such as:
worse driving conditions, higher
unsteadiness of lambda control,
less “clean” petrol/gas changeover,
etc.
Rememb er th at n u mb er
distinguishing gas injec-
tors connectors is printed on
wiring cables arriving to the con-
nector itself.
12.1.11 LAMBDA OXYGENSENSOR SIGNAL
In sheath “N” there is the Yellow
cable to be connected, if neces-
sary, to the Lambda Oxygen sen-
sor signal wire, placed before the
catalyst. You don’t have to cut this
cable but rather only strip it, weld it
with SEQUENT wiring cable and
insulate it.
Yellow cable connection allows a
quicker self-adapting of the Fly SF
ECU and is therefore very useful if
the self-mapping phase needs a
further map refinement.
12.1.12 POSITIVE UNDER KEY
The Brown cable of SEQUENT
equipment, contained in sheath “L”in picture 4, has to be connected to
the under key positive signal of the
original equipment.
You don’t have to cut this cable
but rather only strip it, weld it with
SEQUENT wiring cable and insula-
te it.
12.1.13 10-POLES CONNECTOR,PETROL INJECTORS HARNESS
CONNECTION
Sheath “M” , ending with a 10-
poles connector, makes possible
petrol injectors cutting. Now, it’s
enough to connect one of the spe-
cific injectors cutting wirings accor-
ding to the kind of connector pre-
s e n t o n t h e v e h i c l e ( B o s c h o r
Sumitomo).
Code list of wirings with Bosch
connector not supplied into the kit
but sold apart:
• code 06LB50010102 Right
S eq ue nt Wi ri ng 4 Pe tro l
Injectors Connection,
• c o d e 0 6 L B5 0 01010 3 L e ft
S eq ue nt Wi ri ng 4 Pe tro l
Injectors Connection,
• code 06LB50010105 Right
S eq ue nt Wi ri ng 2 Pe tro l
Injectors Connection,• code 06LB50010106 Left
S eq ue nt Wi ri ng 2 Pe tro l
Injectors Connection,
• code 06LB50010101 Universal
S eq ue nt Wi ri ng 4 Pe tro l
Injectors Connection,
• code 06LB50010104 Universal
S eq ue nt Wi ri ng 2 Pe tro l
Injectors Connection,
to choose according to the petrol
injectors polarity.
Code l ist of wir ings with
Sumitomo connector not supplied
into the kit but sold apart:
• code 06LB50010113 Right
Sequent Wiring 4 Petrol Injectors
Connection,
• code 06LB50010114 Left
Sequent Wiring 4 Petrol Injectors
Connection,
• code 06LB50010115 Right
Sequent Wiring 2 Petrol InjectorsConnection,
• code 06LB50010116 Left
Sequent Wiring 2 Petrol Injectors
Connection,
to choose according to the petrol
injectors polarity.
Connection is very easy, and phi-
losophy of injectors cutting is the
same followed by BRC during all
these years. To select the right wiring
you only have to follow the instruc-tions inside the single packages.
During gas mode, it’s impor-
tant to keep the same injec-
tion sequence you had during the
petrol mode. Therefore, it’s neces-
sary to interrupt petrol injectors
signals in the same order you will
follow to connect gas injectors.
To do this, you can pair a conse-
cutive number to each cylinder, for
instance from 1 to 4 in case of a 4-
cylinder engine (note that this order
only help to carry out the SEQUENT
installation so that it could be different
from the one assigned by the car
manufacturer). Generally, in case of
engine positioned in a transversal
way, you will indicate as number 1 the
cylinder placed on the timing belt side
(see picture 4).
Petrol injector sprinkling in thecylinder n. 1 will be stopped with the
group 1 of the Petrol Injectors
Connection Sequent Wiring (or with
the Orange and Violet wires identified
with n. 1 of the Universal Petrol
Injectors Connection Wiring Sequent
Wiring) and so on.
The numbers identifying both
gas and petrol injectors connec-
tions are printed directly on the
wiring connection cables.
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12.1.13.A Injectors polarity
I n o r d e r t o c h o o s e t h e r i g h t
injectors cutting wiring (Right or
Left) or to precisely know which is
the negative wire (in case you pre-
ferred to use a Universal wiring),it’s important to know the injector
polarity, that’s to say where positive
wire is placed to safely intervene on
the Negative one.
Therefore, referring to picture 4
it is necessary to:
• Disconnect all injectors con-
nectors and, if necessary, all
other connectors eventual ly
installed upstream (only after
c on ta c ti n g B RC t ec h ni c al
Assistance Service).
• Switch the dashboard on.
• Detect which pin of each fema-
le connector just disconnected
has a +12 V voltage (use the
POLAR device code
06LB00001093 or a pilot-light).
[Check all of them!!].
• If watching the connector as
indicated in picture 4 (pay atten-
tion to the reference teeth orien-
tation) the +12V cable is on the
right, you have to use a RIGHT
Wiring. If instead you are instal-
ling a Universal wiring you will
have to cut the negative cable
(on the left).
• If supply is on the left, use a
LEFT Wiring. If instead you are
installing a Universal wiring you
will have to cut the negative wire(on the right).
12.1.14 GAS PRESSURE ANDTEMPERATURE SENSOR
Gas pressure and temperature
sensor, as described in paragraph
3.4, is directly situated on the rail
( d e di c a te d t o B R C i n je c to r s) .
Connection with wiring happens by
means of the suitable 4-ways con-
nector (male-holder in wiring) on
which the 4 cables of wiring sheath
“P” end.
Pict. 4aBosch connector
Pilot-light on orRight Polar LED
Original
injectorconnector
Original
injectorconnector
Pilot-light on orLeft Polar LED
Use a leftwiring or,
if using a
Universalwiring,
intervene onNegative cable
on the right
Use a rightwiring or,
if using a
Universal wiring,intervene on
Negative cableon the left
Pict. 4bSumitomoconnector
Original
injector
connector
Pilot-light on orRight Polar LED
Use a leftwiring or,
if using a
Universalwiring,
intervene onNegative cable
on the right
Pilot-light on orRight Polar LED
Original
injector
connector
Use a rightwiring or,
if using a
Universal wiring,intervene on
Negative cableon the left
12.1.15 MAP ABSOLUTEPRESSURE SENSOR
The new conception MAP pres-
sure sensor is connected to the
wiring with the suitable pre-cabled
connector, in its turn connected to
the sheath “O” cables.
In this case we add, at the end
of wiring, roughly 10 cm of grey
thermo-shrinking pipe.
12.1.16 CONNECTION OF EOBDDIAGNOSTIC SOCKET
Thanks to cables of sheath “L” we
can take signals from the EOBD
diagnostic socket in order to obtain
a better integration of the system
with petrol injection strategies.
You have to connect to the EOBD
diagnostic socket the White cable
or the Yellow and Yellow/Black
cables, and not the three ones at
the same time (pict. 4).
12.1.17 ADDITIONALCONNECTIONS
At the outlet of sheath “N” there
are the Green cable (to the Outer
timing advance processor), the grey
cable (RPM ) and the l ight blue
cable (Lambda Oxygen Sensor).
T he s e c o nn e ct io n s c a n b e
made only on special vehicles,
under indication of BRC technicalassistance.
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12.2 SEQUENT 24 MY07MAIN HARNESS
12.2.1 24-POLES HARNESS
SEQUENT 24 MY07 harness is
easier than the previous ones. Wego from a 56-pole connector har-
ness to a 24-poles one. In order to
respect norms about electromagne-
tic compatibility, some shielded
c o nd u ct or s h av e b e en u s ed .
Harness connectors are water-tight,
except for the changeover switch
one: but this one is naturally protec-
ted from water because inside the
passenger compartment.
Special attention must be
paid to the injectors cut-
ting, that is the main innovation
of the system.
In the following paragraphs we’ll
only describe harness differences,
compared to the previous systems
ones.
12.2.2 SUPPLY AND BATTERY
GROUND
Sheath “A” in picture