flying injection manual

INSTRUCTION HANDBOOK

CONTENTS

A NEW INSTALLATION PHILOSOPHY

1. WHY THE INJECTION IS PREFERABLE

2. UNDERSTANDING THE FLYING INJECTION SYSTEM

3. DETAILED COMPONENT DESCRIPTION

4. INSTALLATION OF MECHANICAL PARTS

5. ELECTRICAL CONNECTIONS

6. PERSONAL COMPUTER USE

ANNEXESA. FLYING INJECTION INSTALLATION FLOW-CHART

B. TYPICAL VALUES OF THE SIGNALS DISPLAYED WITH ECU DIAGNOSTIC

C. UTILITY MESSAGES OR BRC FLY INSTALL ERROR

D. PROBLEMS WITH YOUR PERSONAL COMPUTER?

FLYING INJECTION

1

M.T.M. s.r.l. - 1, Via La Morra - I - 12062 Cherasco (CN) TA010989/I

Rev. 6 - 12.05.00

Installers’ Software Version 2.6

A NEW INSTALLA-TION PHILOSOPHY

FLYING INJECTION

To the installer

We compliment you on yourchoice, however, we would like tocall your attention on a few aspectsdesigned into the new vapourphase LPG and CNG injectionsystem.

FLYING INJECTION is a com-pletely new and innovative product,whose technical characteristics andperformances are highly advanced.In order to guarantee the bestresults and to assure complete sati-sfaction to the end user (yourcustomer), we recommend that youread carefully the Installation Guideand the assembly instructions spe-cific to each vehicle.

With the purchase of your firstnew Flying Injection system, yourmethods of fitting and setting arenow going to change. In a traditio-nal induction system the characteri-sing element was the mixer, now,for the Flying Injection system, it isthe cartography inside Fly GasECU.

This difference as against thetraditional system requires a newinstallation philosophy: compo -nents cannot be purchasedseparately and fitted according toprofessional skills and experience,the system is designed in such away that you are able to purchasetwo kits , a common kit containingthe basic components for installa-tion (basic kit) available both in theLPG version than in the CNG one,and another kit specific to each

application (dedicated kit).

A basic LPG kit contains:• 1 Fly Gas ECU without carto-

graphy• 1 harness• 1 LPG Genius reducer with

temperature sensor integrated• 1 Smart distributor• 1 LPG Pressure sensor• 1 specific ET98 solenoid valve• 1 bag containing the standard

clamps for Genius and Smart, afuse holder, 4 nozzles, screws andsmall parts for general installation.

A basic CNG kit contains:• 1 Fly Gas ECU without carto-

graphy• 1 harness• 1 CNG Genius reducer with

temperature sensor integrated• 1 Smart distributor• 1 CNG Pressure sensor• 1 CNG charge solenoid valve• 1 bag containing the standard

clamps for Genius and Smart, afuse holder, 4 nozzles, screws andsmall parts for general installation.

A dedicated kit contains:• 4 (or 5 or 6, according to the

number of cylinders) 4x10 gaspipes and the relative swaged fit-tings

• The dedicated clamps forGenius and Smart units with therelative screws

• 1 10x17 gas pipe of correctlength with relative swaged fittings

• 2 4x10 gas pipes of the correctlength with relative swaged fittings

• 1 personalized changeoverswitch (where it is possible) or astandard one

• 1 MAP (if necessary)• 1 4x10 gas tube of the correct

length with pipe-fittings (if neces-sary)

- 2 120° elbows for Smart distri-butor (if necessary)

- the necessary modularsany other component necessary

for each specific vehicle.

The use of the dedicated kit ,although not compulsory (some ofthese components may be purcha-sed separately) is highly recom -mended , as the components arepre-manufactured to make installa-tion easier and to cut down installa-tion time.

The reduction of the installationtime, along with the setting proce -dure, simple and fast because ofthe absence of adjustment, willgive you a noticeable saving inlabour costs plus reducing the timea client vehicle will be in your work-shop.

To assist you with these savingsBRC can offer you a toolbox withall the specific tools for the correctinstallation procedure of FlyingInjection.

Finally, to guarantee a goodquality installation it is essential toequip only those cars for which adeveloped cartography is availa -ble , by following attentively theinstructions contained in the instal-lation guide specific for each car.

This guidebook will be handedto you by the BRC representativewhen you buy the kit. In any case,before deciding to carry out anynew installation, refer to BRC AfterSale Service, quoting them thecar make, the model, the displa -cement, the engine number andthe petrol injection ECU .

We hope you’ll enjoy fittingthe new Flying Injection System!

2

FLYING INJECTION

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etc.

It is only natural that the evolu-tion of gas equipment should nowbe represented by gas injection. Inthe Flying Injection system, thegaseous fuel does not require amixer , but the correct require -ment is constantly determinedby calculations carried out by aspecial ECU . The desired flow isimmediately delivered by a devicewhich reacts instantaneously to theECU commands. This device isconstantly changing to allow thecorrect metering as required byvarying vehicle conditions.

This installation does not needany mixer and the advantages areclear:

• no penalisation of the petrolperformances

• increased gas performancesdue to an efficient filling of the cylin-ders

• no obstacles in the air induc-tion systems

• no need for a different mixerfor each vehicle

The Flying Injection system hasanother important advantage: itdoes not involve any alteration tothe original working of the car(pic.1):

• the aspiration ducts areunchanged (the air inlet is notmodified, the tubes of the oilvapours, of the petrol vapours, ofthe air and of the idle are notmoved) making the installation ofthe system more professional andneat

• any blade air flow meters goon working regularly

• the working of variable geome-try manifolds is not altered

• possible resounders remainunchanged at their place.

Flying Injection offers relevantadvantages for the petrol injectionsystem (pic.2):

• no emulation is necessary, withthe obvious exception of the num-ber one injector

• less error codes in the petrolECU

• all functions of the petrol ECUremain perfectly efficient when run-ning on gas

• there is no need for any adjust-ment.

Finally, one of the main reasonsto prefer Flying Injection: the risksof damage due to backfires areeliminated . Since the gas is delive-red to the engine through hoseswhich get very close to the air inlet

1. WHY THE INJEC-TION IS PREFERA-BLE

Pic. 1 - The whole induction system is unchanged

Pic. 2No emulationexcept the injectors

Idling control valve

No mixer

Oil vapors

Gasoline vapor can

Dirty ......airfilter

Frontal air intake

Air flowmeter of any

type

2 WaysTi

Emulator

Petrol ECU

Injector

TPS

Memories

Lambda✗

✗ ✗

✗

✗

etc.✗

Resounder

FLYING INJECTION

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valves, inside the manifold, in theother aspiration tubes there is nogas, so a possible backfire will notspread (pic.3).

To summarise: FlyingInjection improves the perfor -mances and simplifies assemblyand working problems, it alsomakes possible the convertion ofvehicles considered difficult ordisadvantaged.

The installation must be carriedout according to the following pro-cedures and in accordance withthe specific instructions that BRCprovides for the various car models.

To determine if the FlyingInjection system is suitable forthe vehicle, please refer to theBRC technical documentation orcall the BRC After Sales serviceor agent.

Pic. 3 - No choke and no risk of damages due to backfires

Engine

Engine

FLYING INJECTION

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2.A. STRUCTURE

From the gas tank up to thereducer (excluded), the installationis no different from the traditionalLPG/ CNG installations.

The Flying Injection system (pic.4 and 5) begins from the Geniusvaporiser which, in the LPG versionhas one stage only and in the CNGversion has two stages, with pres-sure outlet retroactioned on thepressure value on the aspirationmanifold and temperature sensor.Then a pipe follows, which deliversthe gas to Smart, the device whichmeters and sends out the gas flowto the different cylinders. Absoluteand differential pressure sensorsare connected to Smart.

Finally, there is the Fly Gaselectronic control unit, highlypowerful and versatile, strong, tight,entirely manufactured with automo-tive components, tested accordingto the current norms concerning theelectromagnetic compatibility. TheECU gathers and processes all theinformation and controls Smart (aswell as the solenoid valve and otherpossible accessories) to generatethe desired gas flow. The gas isdelivered directly to the aspirationmanifold downstream the throttlebody through special pipes.

The changeover switch withlevel indicator is the same as usedin BRC traditional systems.

The Flying Injection system inte-racts with the exterior by a personalcomputer, which allows both thesystem set up and the checking ofthe correct working. None of the

BRC diagnosis systems previouslyused may be connected to FlyingInjection.

2.B. WORKING PRINCIPLE

Flying Injection is a systemwhich is placed “in series” to thepetrol system, and while workingon gas it is the petrol ECU whichdetermines the quantity of fueldelivered to the engine.

(Normally the gas system exclu-des the petrol system and, by theright emulation, tr ies to avoidworking anomalies).

(We can also assume that

Flying Injection is a “passivesystem ” or that it works as an“interpreter ” between the petrolsystem and the control of thegaseous fuel).

This choice represents the greatmerit of Flying Injection: since thepetrol ECU is constantly workingand controls the gas metering, itclearly performs functions as thestoichiometric control, the full char-ge enrichment and the cut-offaccording to the manufacturer’s cri-teria, the maximum rpm, the cohe-rent control of the petrol vapourbleeding, the correct dialogue withthe air-conditioning system, etc. All

2. UNDERSTANDINGTHE FLYINGINJECTION SYSTEM

Pic. 4 - The components of the Flying Injection system

Pic. 5 - Components and parameters of the Flying Injection system

FLYING INJECTION

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this, without causing error codes.As per the petrol installation,everything remains unchanged, sopossible error messages while run-ning on petrol or on gas has to beconsidered credible.

The main feature of FlyingInjection is that the Fly Gas ECUis connected to the terminal/s ofthe petrol ECU which controlsthe injectors (pic.6). This way , itrecognises the petrol injectiontime (T i). (While running on gas,the injector signal will be recogni-sed due to the presence of theinjector emulator).

Due to the T i and the rpmsignal, the Fly Gas ECU calcula -tes the petrol flow which the ori -ginal ECU intends to deliver tothe engine. It transforms it into agas flow and carries it out bycontrolling the Smart device.

Smart is controlled in “PWM”and “PCM” (see §3.B) consideringthe gas physical parameters (tem-perature, absolute and differentialpressure) read in real time by theFly Gas ECU (pic. 7).

It is important to understand thatthe Ti is a precise and preciousparameter, the result of sophistica-ted calculus processes actuated bythe petrol ECU on the basis of com-plete and specific sensors.

Since the gas temperature andpressure condit ions may varyaccording to the vehicle use condi-tions, the system has a sensor tem-perature at the Genius reduceroutlet and suitable absolute and dif-ferential pressure sensors placedupstream and downstream Smart.The Fly Gas ECU may adjust itsown calculi in real time and, aboveall, it may work correctly also in thepresence of heavy creeps of theabove parameters.

The Genius reducer tends tokeep a pressure differential prac -

tically constant between theoutlet gas pressure and the aspi -ration manifold , as it happenswithin the petrol system. This con-tributes to optimise the systemworking, but it is not indispensable,since the control electronics workmuch faster as per the pressurevariation times. For instance, aftera sudden acceleration, the pressu-re inside the reducer rises taking asplit second. In this time, the ECUcarries out various calculus cyclesand compensates any mechanicaldelays.

Another important aspect of theFlying Injection system is the use ofthe Smart actuator. As we wil l

explain later on, it is made up of agroup of 9 solenoid valves placedin parallel, able to react in openingand closing at the rate of a millise-cond.

Smart is able to answer veryrapidly and repetitively to the com-mands from the Fly Gas ECU. Inparticular, it may be stated that itallows any flow variation in a milli-second time. Also between themaximum flow and the null flow orvice-versa there is the same time.

As you may assume, the FlyGas ECU, in addit ion to theworking general programme,must contain the specific data of

Pic. 6 - The petrol flow is translated into gas flow

Pic. 7 - The Fly Gas ECU controls the Smart considering t, p1, p2

PetrolInjector/s

Injectoremulator

Petrol ECU

TPS, MAP

Ti

PETROL

RPM t

p1, p2

Gasflow

n. PCM+

% PWMSmart

GAS

Petrol

flow

calcu

lus

calcu

lus

n°va

lve

PCM +

% PWMGas

fllow

calcu

lus

GENIUS SMART

n° PCM + %PWM

gas flow

p1

t

p2

FlyGasECU

(t < 0,005 s)

Problem“if we know the gas flow

we want to obtain,the temperature and the

gas pressure,compute how many solenoid val-

ves are to be opened in PCMand which % of PWM we need....

FLYING INJECTION

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the car model on which it isinstalled (it’s a complex set of car-tographies and other setting para-meters).

The preparation of these data isup to BRC. The installer must con-nect the portable personal compu-ter to the ECU, select the feedingtype (LPG or CNG), the correct carmodel and start the automatic tran-smission of the data.

The personal computer is alsonecessary as a diagnosis instru-ment to check the correct workingof the system or to spot possibleanomalies. The computer memorymust be periodically updated withthe data concerning the new carmodels set up by BRC.

2.C. CHANGEOVER

The changeover switch (pic.8)has three positions which allow

a- working on gas with start onpetrol and automatic changeover

b- working on petrol c- working on gas.We suggest the first type of

working (a) for a correct use ofthe car .

2.C.1. WORKING ON GAS WITH

START ON PETROL AND AUTOMA-TIC CHANGEOVER

With the changeover button inthe central position the car starts onpetrol and passes automatically togas. The changeover takes place indeceleration, after having passed2000 rpm, the engine has had arevolution decrease of 200 rpmand the LPG reducer has reacheda working temperature of at least25°C.

If the reducer temperature isbetween 25°C and 60°C there is adelay of about 60 seconds beforethe changeover takes place. If thetemperature is over 60°C the delay

does not occur.While the engine works on

petrol, the changeover switchcheck-light turns red; it turns greenwhen the engine works on gas. It ispossible to select the petrol forcedworking, or the gas forced working,due to the availability of fuels.

2.C.2. WORKING ON PETROL

With the changeover switch but-ton in the left position, its check-light turns red, the injectors areworking, the gas solenoid valvesare closed and the gas flow controlsystem is disconnected.

The car runs regularly on petrol,as if the gas installation were notpresent.

2.C.3 WORKING ON GAS

This function has to be conside-red as an emergency solution, touse only in case of malfunctionwithin the petrol feeding installation.

With the changeover switch but-ton in the right position, its check-light turns green and the engineworks only on gas, when the redu-cer has reached a working tempe-rature of at least 50°C. Until it getsto 50°C the vehicle will work asdescribed at §2.C.1.

The system is programmed toget back to the petrol running incase of failed starting or suddenswitch-off.

2.C.4. LEVEL INDICATOR LPGVERSION

The changeover switch alsoworks as a level indicator by thefour green LEDS. To know the LPGcontent in the tank check howmany lights are on. Four LEDS onmean full tank (80% of its capacity),three LEDS on mean 3/4 of thetank, two LEDS on half tank andone LED 1/4 of the tank.

The reserve indication isshowed by the first LED blinkingand is just approximate. The cor-rect indication is showed with yourcar on level ground, a short timeafter the starting. We suggest thatyou also refer to the trip odometeras a precaution. Four LEDSblinking at once might indicate anexcessive quantity of LPG insidethe tank. In this case, after travel-ling some miles the blinking shouldstop.

2.C.5. LEVEL INDICATOR CNGVERSION

To know the CNG content in thebottles it is necessary to connectthe level indicator manifold to aBRC manometer equipped with asensor.

The four green LEDS on meanthe max. pressure inside the bot-tles; the gradual switching off of theLEDS refers to lower pressuresinside the bottles.

Pic. 8Flying Injectionchangeover switch

FLYING INJECTION

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Like in the LPG version, in thiscase too the reserve indication isshowed by the first LED blinkingand is just approximate.

We suggest that you also referto the trip odometer to control thecar autonomy.

Avoid the petrol tank beco -ming totally empty .

Both for the LPG version andfor the CNG one it is necessaryto keep always 1/4 or 1/2 tankpetrol and renew it periodically .

FLYING INJECTION

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3.A. GENIUS REDUCER(LPG VERSION)

In the LPG version, the Geniusreducer (pic.9) is made up of onestage only, with an outlet pressureof about 1 bar. In this environmentthe LPG evaporates due to thethermal exchange with the coolant,as in an ordinary reducer. The gasoutlet pressure is controlled by aspring-diaphragm-shutter system,with suitable vibration-dampingsystems.

It is necessary to note (pic.10)that, on the side of the diaphragmopposite that on which the gaspressure acts, there is a chamberconnected to the aspirationmanifold by a pipe. This makes thegas outlet pressure inconstant, inaccordance with the aspirationmanifold pressure flow. For instan-ce, in idle conditions, as per theenvironment, the pressure of themanifold will be of –0.6 bar and thereducer outlet pressure of +0.4 bar.By fully accelerating, on the otherhand, the manifold pressure will beabout 0 bar and the gas pressure of+1 bar. Regardless of the verycompact dimensions, the reducerguarantees high gas flows to satisfypowers over 150 kW. There is atemperature sensor near the gasoutlet hole (pic.11) which gives theFly Gas ECU the informationnecessary for a correct flow control.Also the petrol-gas changeover isaffected by temperature, to avoidthe passage of LPG not completelyvaporised.

Pic. 9Genius Reducer(LPG version)

Pic. 10 Genius Reducer

section and details

3. COMPONENTDESCRIPTION

Pic. 11Genius reducertemperature sensor

1 Gas inlet fitting2 OR 2062 Viton3 Reducer body4 Shutter5 Shutter gasket6 Shutter returning spring 7 Reducer cover8 Main spring9 Spring washer adjusting screw side

10 Adjusting screw11 OR 203112 Spring washer diaphragm side13 Diaphragm

14 Diaphragm holder washer15 Damper piston - diaphragm cllamping system16 OR 2018 Viton17 Intermediate plate18 Rod19 TCEI M4x16 UNI 3740-74 screw20 Vacuum fitting21 Gas outlet fitting22 OR 2037 NBR23 Temperature sensor24 Water cover25 OR 3112 NBR28 Water elbow

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3.B. GENIUS.M REDUCER(CNG VERSION)

In the CNG version, the reducer,called Genius.M (pic.12) is madeup of two reduction stages.

The tasks of this pressure redu-cer are therefore the followingones:

- facing any pressure level ofthe CNG coming from the tank, upto a max. charge pressure (approx.20 Mpa);

- spreading the CNG at an inter-mediate pressure, of 500-600 kPain a first stage;

- bringing the heat necessary toavoid an excessive cooling of thecarburant due to the sudden expan-sion;

- spreading more the CNG at arequested pressure, of 200 kPa,useful to feed the injection system.Such a value of outlet pressure isconditioned by the pressure signalof the air intake manifold: in practi-ce the differential pressure is keptconstant between the CNG pipe atthe exit of the reducer and the airintake manifold.

It is to be noticed (pic. 13) thatthe second stage of the Genius.MCNG reducer is very similar to thefirst and only stage of the GeniusLPG reducer.

1 Pipe fitting 1-2° stage2 CNG Genius reducer body3 Genius reducer shutter4 Genius reducer shutter gasket5 Shutter returning spring 6 Genius reducer gas side cover7 3 bar CNG Genius reducer Spring 2° stage8 Adjusting screw spring side supporting washer9 Genius reducer adjusting screw

10 Gas ring OR2031 green viton 70sh. 7,66x1,7811 Genius reducer diaphragm supporting washer12 Genius reducer diaphragm13 Genius reducer diaphragm supporting washer14 Genius reducer piston15 Gas ring OR2018 green viton 70sh. 4,48x1,7816 Genius reducer intermediate plate17 Diaphragm rod-Genius shutter 19 TCEI M4x18 screw cl. 8.8 w.g. UNI 593121 Genius reducer gas outlet connection22 Gas ring OR2037 NBR 9,25x1,78

26 Diaphragm supporting washer28 Water tube rubber-holder31 Plate-holder37 1° stage lever 38 Parallel pin d.3x20 (0/+0,008)39 Pivot of 1° stage lever 40 Seeger type RSM 6 fished din679941 Diaphragm washer di=6,5 1° stage 42 Diaphragm washer di=11,5 1° stage 43 M6 screw nut uni 5588 y.g.44 Vibration-damping d.16x9 h.15 1° stage 45 Spring f=2,6 ed=20,6 l=32,6 steel. cl.d y.g.46 Vibr.-damping teflon bush 1° stage 47 Al. print. cover 1° stage 51 Rotary pivot of 1° stage lever

Pic. 12Genius.M reducer(CNG version)

Pic. 13Genius.M reducer

sections anddetails

FLYING INJECTION

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3.C. SMART ACTUATOR-DISTRIBUTOR

Smart actuator-distributor(Pic.14 and 15) is covered byvarious patents which protect itsworking, its constructive detailsand, finally, its exclusive use in thegas automotive field.

This device contains 9 smallsolenoid valves displayed inparallel. They are controlled by theFly Gas ECU. Some of them arecontrolled individually, others bygroups, according to the connectionmade in the pre-wired connector.

The opening of 1, 2, 3, etc. sole-noid valves (PCM) corresponds tothe passage of increasing quanti-ties of gas, but it does not allow afine metering of the flow (pic.16).

For this reason, one or two sole-noid valves work in frequency, withvariable duty cycle (PWM) (pic.17).In other words, these solenoid val-ves vibrate at a frequency of 25 –50 Hz and, during a cycle, maystay open or closed longer ,according to the necessity. Youthen obtain a “fine adjustment ”behaviour which fi l ls the gapbetween, for instance, 1 and 2 sole-noid valves or 5 and 6 solenoid val-ves.

The solenoid valve anchors andthe other mechanical parts arehighly precise and reliable. Theyare tested for a long time use. Thetime which occurs to open andclose the solenoid valve is about 1ms (pic.18, page 2). It is clear thatthe gaseous flow may vary itsintensity very rapidly.

The gas pressure determines astrength at the solenoid valves clo-sing. The Smart device works as asafety valve too.

Above the centre of the Smartthere is an aluminium head which

Pic. 16The valves control-led in PCM realize agas flow step-by-step. The PWM fillsthe gap up.

Pic. 17PCM, PWM

Pic. 14The Smart distribu-

Pic. 15Smart in section

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any case, check BRC installationplans.

3.F. FLY GAS ECU

The ECU is entirely manufactu-red with automotive components,so it is suitable for the engine com-partment temperature. However, donot install it near hot devices likethe exhaust manifold. It is water-proof and is in accordance with thenorms on the electromagnetic com-patibility. Inside it there are recently

devised components (32 bitMotorola microprocessor), with aprocess speed higher than mostoriginal petrol ECU’s. The memoryis permanent: once it is program-med, the Fly Gas ECU (pic. 21,page 13)) may be disconnectedfrom the battery without any loss ofdata. It may be reprogrammedmany times without any problemand, for instance, it may be tran-sferred from one car to another andreprogrammed.

Some data acquisition channelsare devised to be connected to dif-

holds the gas inlet fitting towardsthe pressure sensor. Inside it thereis a filter with a magnetic trap. It isimportant to catch possible fer -rous fragments coming from thetank , so that the solenoid valve isnot damaged.

Below the centre of the Smartthere is an aluminium manifoldwhich collects the gas coming fromthe different solenoid valves andsends it out to the various cylin-ders. It holds the fittings of the tinypipelines which go towards theengine and a pipeline which is con-nected to the pressure sensor.

Regardless of the extreme com-pactness of the device, its flow ratecan feed engines up to 100 kW.

Smart has been conceived to bea modular device. There may occursome applications in which morecentral bodies are gathered by onehead only and one manifold-distri-bution frame or they are structuredin a different way (obviously theyare devised to fit highly powerfulengines).

3.D. SMART PRESSURESENSOR

Its function is to meter the abso-lute pressure before the Smart andthe pressure in it. The device(pic.19) is pre-amplified so that thesignal is not easily jammed. Thepre-wired connection makes theinstallation very easy.

3.E. MANIFOLD VACUUMSENSOR (MAP)

This device (pic.20) gives theFly Gas ECU the information relati-ve to the vacuum inside the aspira-tion manifold. It is installed onlywhen this signal is not available yetin current production in the car. In

Pic. 19Smart distributorpressure sensor

Pic. 20Manifold vacuumsensor(MAP)

Pic. 18Smart reaction times

FLYING INJECTION

ferent signals according to thevarious cars (e.g. TPS, MAP, etc.).The installer must follow rigorouslythe installation plans and the ECU,once it is programmed, will recogni-se and correctly interpret thesignals.

3.G. CHANGEOVER SWIT-CH WITH LEVEL INDICA-TOR

Full compatibility with the wholeseries of changeover switches (see§ 2.C), devised for Ecogas andLambda Gas.

3.H. INJECTOR EMULATOR

We recommend the use of theModular series (pic.22). For furtherdetails, refer to the specific instruc-tions.

3.I. HARNESS

On the Fly Gas ECU harnessthere is a 56 way connector recen-tly developed, used by some of themost important European carmanufacturers. To comply with theelectromagnetic compatibil i tynorms the conductors used areshielded.

The connectors present on theharness are waterproof, exceptthose of the level sensor and of thepressure sensor. We thereforerecommend to install them in aplace protected from direct or indi-rect water contacts.

Concerning the cable connec-tions and the harness connectorsrefer to § 5 of the present hand-book.

3.L. “ET98 F.I.” LPG SOLE -NOID VALVE

The LPG solenoid valve used in

the Flying Injection system is anevolution of the already tested BRCET98 LPG solenoid valve, fromwhich it differs externally by itswhite galvanising.

Inside the LPG Flying Injectionsolenoid valve some improvementshave been realised in the filteringsystem of ferromagnetic particles.

Considering the working preci-sion of the Smart distributor, theuse of this type of solenoid valveinside the Flying Injection system iscompulsory .

3.M. “BRC A3” CNG CHAR -GE SOLENOID VALVE

The “BRC A3” CNG chargesolenoid valve used in the FlyingInjection system is the same whichis normally marketed by BRC. Thesolenoid valve to be installed nor-mally inside the engine compart-ment, along the pipes which con-nect the CNG bottle/s to the redu-cer, allows the refuelling and, at the

same time, the free passage of thefeeding flow.

The solenoid valve is equippedwith a special device allowing todetermine the CNG remainder insi-de the bottle/s, when the refuellingis carried out at a distributor withoutthis function.

The utilization of this type ofsolenoid valves, in the FlyingInjection system, is significant sincethe solenoid valve is controlled andoperated by the electronic controlsystem.

It opens while starting and clo-ses in case of engine stop, even ifthe driver has not put the ignitionkey again in the closing position (asit may happen, for example, in caseof accidents).

13

Pic. 21Fly Gas ECU

Pic. 22Injector emulatorModular series

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4.A. GENIUS REDUCER

The following installationrules are to be considered effec -tive both for the LPG version andfor the CNG one.

The reducer must be firmlyfixed to the bodywork so that it isnot subjected to vibrations duringits working. With the engine understress, the reducer must not hit anyother device. We recommend theuse of the specific BRC clamps.

The Genius may be installedwith any orientation (pictures 23,24 and 25). It is not important thatthe diaphragm is parallel to the run-ning direction. The area to installGenius is usually suggested byBRC. In any case there ought notto be an excessive distancebetween Genius and Smart. Theconnecting pipe should not be over400 – 600 mm.

If you need to tighten or loosenthe gas inlet fitting or any other fit-ting, we recommend to always usetwo spanners in order not to movethe component screwed on thereducer body.

The usual criteria concerning acorrect installation of the pipelinesmust be followed. There ought notto be movements while runningwhich may produce rubbing, wear -ing and contact against sharpedges or driving belts , etc. Thegas (pic.26) and the enginecoolant pipes, should not be totight, nor should they have anyripples or folds.

The temperature sensor wireshould not be too tight, nortwisted, nor should it make sud -

den folds at the outlet of the sen -sor .

The copper pipe which goesfrom the solenoid valve to Geniusmust not pass in very hot areas ofthe engine compartment.

As no adjustments are con -templated on the Genius, it is notessential that it is assembled inan accessible area.

However the installer shouldavoid uneasy places, in order to getto it in case of repairs.

4. INSTALLATIONOF MECHANICALPARTS

Pic. 24Installation positionwith diaphragm per-pendicular to thecar running direc-tion

Pic. 25Further installationposition

Pic. 23Installation positionwith a diaphragmparallel to the carrunning direction

Pic. 26 - Genius reducer tube ø 17

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4.B. SMART ACTUATOR-DISTRIBUTOR

This device may be fixedeither to the bodywork or to theengine (pic.27). It is not affectedby the engine vibrations. Its ori -entation is not relevant .

It is important to fix it steadilyand find a position according towhich you may use the pipes asshort as possible to get to thedrilling points of the aspirationmanifold . Refer always to BRCdocumentation and use the specificclamps.

The pipes must be all the samelength and be straight in order notto generate narrow folds whichdeform the internal section of thepipe or may deform it later on .

The pipe length between Smartand the aspiration manifold mustnot be over 300 – 400 mm .

Smart must be placed far awayfrom the exhaust manifold.

Remember the criteria for agood installation of pipes and elec-trical wires already explained in theparagraph concerning Genius.

Since some solenoid valves ofSmart work in frequency, it pro-duces a buzz which might be heardfrom the passenger compartment.This is mainly if the device hasbeen fixed to the bodywork. In thiscase, the fixing clamp must be pro-vided with suitable damping sys-tems (silent-block).

The terminal part of Smart ,from which the pipes start and aredirected to the engine, may bereplaced by others with a differentnumber of fittings (3, 4, 5, 6…) anda different orientation of the fittings,in order to optimise the pipe posi-tion.

The filter inside the Smarthead (see § 3.B) must be easilyaccessible for the programmedmaintenance.

Be careful: never disassemblethe upper part and the centralpart of Smart, otherwise anyBRC warranty on the wholeFlying Injection system will belost.

4.C. SMART PRESSURESENSOR

It must be installed not too farfrom Smart, so that the connectionpipes do not usually overpass400 – 700 mm .

The pressure sensor of theSmart distributor is fixed to thebodywork (pic.28) or to fixed wallsinside the engine compartment.

Refer to BRC instructions andavoid installation in places subjectto high radiation. Concerning pipesand electrical wires, refer to theabove recommendations.

4.D. VACUUM SENSOR(MAP)

Normally it is installed besidethe Smart pressure sensor (pic.28),by following the same installationcriteria. Refer to the plans to con-nect the pipeline to the manifold.Generally, the sensor should feelthe average vacuum, rather thanthe throbs generated near the aspi-ration valves.

Pic. 27Smart distributorinstallation

Pic. 28Installation of theFlying Injection sen-sors

FLYING INJECTION

16

4.E. PIPING

The pipes which belong to theFlying Injection system are manu -factured by BRC and have fit -tings easy to connect (pic. 29).

We recommend not to use otherpipes and assemble them withquality spanners, in order not todamage the hexagons.

Any time you need to removea fitting, use two spanners tokeep still the part that must notbe unscrewed. The fittings arewaterproof and they are tight onconical-spherical surfaces. Avoidapplying excessive torque wrench-es in order not to damage the fit-tings.

No sealing products are need-ed.

4.F. NOZZLES

The installation of the nozzlesis one of the most important fea -tures of the work.

Identify all the points of themanifold which will be drilled,before drilling commences.

Use the specific tools includ -ed in the tool case for FlyingInjection system code90AV99004028.

Follow precisely the instructionsrelative to the car model. In anycase, drilling must be done nearthe engine head, ensuring thesame distance on every branch

of the manifold and the same ori -entation of the nozzles. Eachnozzle must be perpendicular tothe axis of the aspiration duct or ,at least, it must make an angle todirect the flow towards theengine, not towards the throttlebody (pic. 30A and 30B).

On the plastic manifolds, findthe thickest area on the wall.

Mark the drilling points with afelt tup pen and, before drilling it ,check with the twist drill that thereis no obstruction to hamper the cor-rect drill ing of all the branchesaccording to the desired direction.Make a light marking with drillpoint before drilling (pic. 31).

Use a 5 mm twist drill correct -ly sharpened and then thread M6(pic.32).

During the dri l l ing and thethreading be careful to avoidswarf going into the manifold .Remove the swarf while you aredrilling and grease the drill duringthe last phase of the wall breaking,so that the swarf is stuck to the drill

itself. Be careful in breaking the lastpart of the wall, so that the swarf isvery thin. This way they will stick tothe drill. Also during the M6 tap-ping, grease the tap thread to helpremove swarf.

Screw the nozzles using alock sealer product (use that pro-vided in the case code90AV99004028) (pic. 33 and 34,page 17). Assure correct fittingand avoid excessive tighteningin order not to damage the noz -zles.

Pic. 30A - Manifolddrilling inclination

Pic. 29 - Tubes ø 10

Pic. 30B - Orientation of holes on manifolds Pic. 31 - Manifold drilling

Pic. 32 - Manifold threading

YES

YES YES

NO

NO

Manifold

Eng

ine

FLYING INJECTION

17

Screw the piping directly to theSmart distributor on the nozzles.While tightening them always usetwo spanners to keep tight the par-ticular screwed on the manifold(pic. 35).

Do not modify for any reasonthe internal diameter of the noz -zles, nor their external shape.

NOTE. With small diameteraspiration manifolds you mayneed special nozzles shorterthan the standard ones. Checkthe specific instructions.

4.G. FLY GAS ECU

Use the fixing holes on the alu-minium body to fit it on a level sur-face either in the passenger com -partment or in the engine com -partment (pic. 36 and 37). Alwaysrefer to the specific instructions byBRC.

Avoid hot areas or placessubjected to high thermal radia -tion .

Even though the ECU is water-proof, avoid installing it in areaswhere there may be water or damp-ness.

No adjustment is needed on theECU, so it is not necessary toinstall it in an easily accessibleplace. On the other hand, it isimportant that the cable whichstarts from the ECU and goes tothe PC is situated in an accessiblearea protected from possible waterseepage.

4.H. CHANGEOVERSWITCH WITH LEVEL INDI-CATION

Follow the usual instructions ofthis device, in its different versions.

4.I. INJECTOR EMULATOR

Follow the usual installation

Pic. 36ECU assembling inthe passenger com-partment

Pic. 37ECU assembling inthe engine compart-ment

Pic. 33 - Thread sealer

Pic. 35 - Nozzles-pipe fittings tighte-ning

Pic. 34 - A nozzle screwed on the manifold

FLYING INJECTION

18

Pic. 38Fly Gas harness

instructions.

4.L. ELECTRICAL HAR-NESS

The harness of the FlyingInjection system (pic. 38) is special-ly devised to allow the correcttransmission of all the ECU inletand outlet signals. From a“mechanical” point of view, we rec-ommend installing the harnesscarefully and avoiding to force onthe connections (never pull on thewires to let a connector passthrough a hole or to disconnectit!!!).

- keep wires as straight aspossible and avoid frictions withmoving parts

- when the engine is understress wires must be flexible

- clip the electrical wires nearconnectors to avoid excessivemovement and disconnection

- avoid contact with sharpedges (burr the edges of theholes and install grammets).

- avoid placing the wires ofthe Flying Injection system nearthe spark plug leads or otherparts subjected to high voltage

- each connector is polarised,for ease of connection.

Important: all non- pre-cabledconnections must be soft sol -dered and adequately insulated.Be careful that the soldering is not“cold” and that it ’s permanent.Harness wires not used must beshortened and insulated. Never usethe welders which are connectedon the battery of the same car, norrapid welders.

FLYING INJECTION

19

Part of the electrical connectionis through pre-cabled connectors.They are the connections with theFly Gas ECU, Smart, the Smartpressure sensor, the manifold vacu-um sensor, the temperature sensor,the changeover switch and thelevel sensor.

Other connections that takeenergy and signals from the car ,must be done according to theBRC specific connection plans.In general, you can refer to the fol-lowing chart, which explains themeaning of each connection andthe colour of the relative wire.

The aim of the screened wires isto protect the most delicate signalsfrom possible interference. Theyare made up of an external “braid-ing” or “screen” carrying one ormore internal leads. Usually, thebraiding is earthed and the internalleads carry the signals. Be carefulwhen stripping these wires , inorder to avoid short circuits.

5. ELECTRICALCONNECTIONS

Ye

llow

Ligh

t B

lue

Whi

te/V

iole

t (s

hiel

ded)

Gre

y

Bro

wn

FLY GAS

Green

Red

Black

Black

Violet/Black

Violet

Violet

Violet

White/Red

White/Orange

White

Gre

en/W

hite

Diagnostic Point

LPG level Sensoror CNG pressure sensor

Connector

Manifold Vacuum Sensor (MAP)3-wire Connector

Distributor Pressure Sensor 4-wireConnector

Smart Distributor Connector

Gas S.V. Connector

Genius Reducer Temp. SensorConnector

1st Injector Signal

2nd Injector Signal

3rd Injector Signal

4th Injector Signal

TP

S S

igna

l

+ 12

V P

ower

on

+ 12 Volt Battery

Em

ulat

or c

ontr

ol

Rpm

sig

nal

Earth

Earth

Oxy

gen

sens

or in

let s

igna

lO

xyge

n se

nsor

oul

et s

igna

l

Cut and insulate

Cut and insulate

Cut and insulate

7.5 A Fuse

Changeover switchConnector

Pic. 39 - Fly Gas ECU general connection plan

COLOUR TYPE DESCRIPTIONWhite/Violet in TPS SignalYellow in Lambda oxygen sensor inlet signalLight Blue out Lambda oxygen sensor outlet signalGrey in Rpm signalViolet/Black in 1st injector signalViolet in 2nd injector signalViolet in 3rd injector signalViolet in 4th injector signalBlack - EarthBlack - EarthGreen out GAS S.V.White/Green out Emulator ControlBrown in + 12 Volts power onRed in + 12 Volts BatteryWhite/Red - Cut and insulateWhite/Orange - Cut and insulateWhite - Cut and insulate

FLYING INJECTION

20

FLYING INJECTION

After installation, you need toconnect the personal computer tothe Fly Gas ECU and transfer it thespecific set up data relative to theequipped car. It is an extremelysimple and rapid operation. Tounderstand its procedure, it is nec-essary to refer to the followingparagraphs.

6.1 THE PERSONAL COM-PUTER (PC)

The PC supplied to the installeris a portable computer with thecharacteristics explained in theenclosed handbooks. It has twofeeding cables for the connectionboth to the electrical network and tothe car lighter intake.

The mouse consists of a point-ing system to move the arrow andof two or three buttons to “click” onthe pointed items. The mouse but-tons may be placed horizontally(left, right) or vertically (upper,lower). The most used button is theleft (upper) one.

The pointing is realised by thecoloured pin in the middle of thekeyboard. The PC is the mainworking instrument for those whoinstall BRC Flying Injection. Yourpersonal computer allows theinstaller to program the FLY GASECU and is an essential support indiagnosing malfunctions.

6.2. FLY-INJECTIONVER.2.6 PROGRAMMESTART

Introduction. The FLY GASECUs are not like each other; in

particular there are two types:“Motorola-01” and “Motorola-02”.Only the latter type currentlyremains in production.

The installers’ Flying-Injectionprogramme works in a different wayaccording to the ECU type the con-nection is made with; in this hand-book, in case of need, distinctionsare therefore made depending onwhether you are working with atype or another.

There are two methods enablingto recognise the ECU type:

1. Reading on the ECU testlabel. Such a label is placed besidethe ECU aluminium framework. It isnecessary to read the domain“Software Version”: if it begins with“01” it is a “Motorola-01”, whereas ifit begins with “02” it is a “Motorola-02”.

2. The PC is connected to theECU, you enter the F1 option,choose the F2 sub-directory, acti-vate the communication and pressthe “ECU information” key; amongthe different entries appearing, youcan also find the one showing theECU version.

Contrary to the previous ver-sions of the Flying Injection pro-gramme, when starting the PC the

FLY INSTALL programme doesn’tautomatically start, but it is neces-sary to select the BRC_Inst yellowand black lozenge-shaped icon onthe desktop (if present) or to selectStart -> Program Files -> BRC_Inst-> BRC_Inst. The fig. 01 appearson the screen.

The software which is usedwhile installing the Flying Injectionsystem is subdivided in severalparts:

- “Motorola01” ECUs1. The Fly Install Programme,

installed on the PC, allowing tocarry out all the operationsdescribed in the continuation of thishandbook.

2. The FLY GAS ECU memory-resident programme, allowing theECU to manage the injection sys-tem. This programme is the samefor all the models of equipped vehi-cles and is transferred in memorythrough the option “ECU SoftwareUpdating” described in the para-graphs 6.4.1.1 and 6.4.1.2.

3. The ECU memory-residentdata relative to each car, trans-ferred in memory to the ECUthrough “DATA ENTER” (para-graph 6.3.1).

21

6. USE OF THE PER-SONAL COMPUTER

Fig. 01

FLYING INJECTION

- “Motorola02” ECUs1. The Fly Install Programme,

installed on the PC, allowing tocarry out all the operationsdescribed in the continuation of thishandbook.

2. The loader3. The FLY GAS ECU memory-

resident programme, allowing theECU to manage the injection sys-tem. This programme is not thesame for all the models of equippedvehicles and is transferred in a sin-gle operation together with the datarelative to the equipped car as perthe point 4, if you have a versionexceeding or being equal to theversion 2.6 of the installers’ pro-gramme.

4. The ECU memory-residentdata relative to each car, trans-ferred in memory to the ECUthrough “DATA ENTER” (para-graph 6.3.1).

In the starting screen of theBRC_Inst programme (fig. 01), theversions installed on the PC of twoprogramme sections are reported:

Ver. - X.XXx – showing theBRC_Inst. Programme version –e.g. “Ver2.6”

Ver.Glob. Tab. XXX - showing towhich version of charts the PC hasbeen updated, by updating theavailable maps – e.g.“Ver.Glob.Tab.046”.

6.3 EQUIPPED CAR SET-UPAND CHECK-OUT PROCE-DURE

After completing the mechanicaland electrical installation, set-upthe ECU. To make a careful adjust-ment of the LPG level or CNG pres-sure gauge, carry out the followingprocedure with the empty (or nearlyempty) tank, so that the float restson the bottom (LPG) or the pres-sure in the bottle is insignificant(CNG).

6.3.1. CAR SELECTION

Connect the PC to the FLY GASECU through the serial communi-cating cable and switch the carboard on without starting theengine. From the opening screen(fig.01) choose the CAR SELEC-TION function.

Press the F1 key or point the F1key on the screen by clicking oncewith the mouse left button. Eitherway is possible for all the functionkeys and for the ESC key. At thispoint the figure 02 appears on thescreen. Please note that the screen

of the figure 02 depicts a foldercontaining two directories. The oneidentified by F1 out in front, over-lapping the one indicated by F2.The data relative to the equippedvehicle are entered on the first one,whereas the ECU set-up in carriedout on the second one. Then thedata of the equipped car and of itsowner are entered, by pressing theEnter key on the PC keyboard,after having typed the numberplate.This allows to create a file of all thecars equipped with the F.I. system.

Select F2 (fig.03) to set-up the

22

Fig. 3

Fig. 2

FLYING INJECTION

ECU and select the type of installa-tion (LPG or CNG) (fig.04). The PCautomatically proposes the LPGinstallation. Find out the equippedcar in the list of the available ones,by clicking twice on the car make,model, petrol ECU type and on thetype of the installed distributor, byfollowing the assembly diagramsupplied by BRC Co.

Every selected item is markedwith blue (fig. 05).

At this point it is necessary toactivate the PC communication withthe FLY GAS ECU through the spe-cial “Communication starting” keyplaced above on the right.

The screen appearing when thecommunication is activated is differ-ent depending on whether you areusing a “Motorola-01” ECU or a“Motorola-02” one.

“Motorola-01” ECU program-ming

The case of a “Motorola-01”ECU is depicted in the Figure 06.

In this case, as in the previousversions of the BRC installers’ pro-gramme, two programming opera-tions are possible:

- ECU Software Updating (seepar. 6.4.1.1.)

- Data enter (see par. 6.4.1.1.)

“Motorola-02” ECU program-ming

The case of a “Motorola-02”ECU is depicted in the Figure 07.

In this case two programmingoperations are possible:

- ECU Loader Updating (seepar. 6.4.1.2.)

- Data enter (see par. 6.4.1.2.)

The installation can be Standardor Personalised. To choose the

23

Fig. 05

Fig. 06

Fig. 04

FLYING INJECTION

standard one it is sufficient to enterthe data, whereas to choose thepersonalised one, it is necessary topress the special key “personalise”.

Personalised installation. Pressthe key “Personalise”, choose oneof them by pointing with the mouseas it is shown in the figure 08.

The standard installation carriesout a set-up by using the parame-ters pre-established by BRC Co.

The personalised installationallows the installer to set someworking parameters of the systemto a certain extent, as it isdescribed in the figure 09.

It is possible to modify thechanging over thresholds com-pared to the standard configuration,as regards the rpm and the temper-ature, to deactivate the FORCEDGAS function (fig. 09) and to acti-vate the BUZZER function if youhave decided to use the specialchange-over switch with a buzzer.

The thresholds can be modifiedby clicking with the mouse on thecase containing the number andmodifying it.

The forced gas function is deac-tivated by clicking on the box on theleft side of the FORCED GAS func-tion. A v appears as activated func-tion. The same procedure is neces-sary to activate the functionBUZZER.

Set-up of the LPG level gaugeor CNG pressure gauge. A gaugesignal is acquired with the emptytank by clicking on the key Lowestvalue acquisition. In this phase thepre-established parameter is left asmaximum Level value and theacquisition of the maximum value ispostponed to the moment when thetank is filled up.

Once the PERSONALISEDPARAMETERS are established,click on the Save key.

24

Fig. 07

Fig. 08

Fig. 09

FLYING INJECTION

In case the only parameters youwant to personalise are the onesrelative to the level gauge set-up,you can use the key “Tank” insteadof the personalisations (See theFigure 10)

Enter the data relative to theequipped car by clicking on the keyEnter data (fig. 11).

The operation can last up to 2-3minutes. The data transfer is dis-played by a blinking circle togetherwith the message “Chart transmis-sion in progress…”. Wait the end ofthe operation and the message“Data sending is correct!”.

At the end of the data enter thesystem carries out a control and aset-up of the pressure Gauge. Thefigure 12 appears on the screenrequiring to put p1 and p2 at theatmospheric pressure, by unscrew-ing the connections on the gaugesor on the SMART side. At the endof this operation, click on the OKkey or press the key Enter of thePC.

The ECU sends a message (fig.13) showing a parameter. If it fallswithin the limits (normally 20 mbar)the OK key appears and you canclick on it. Otherwise, the message“Datum out of bounds“ appears.Check out that p1 and p2 are at theatmospheric pressure and click onTry again.

At the end of this phase, afterhaving clicked on OK, re-screw theconnections on the pressuregauges.

You will be requested to switchthe ECU off and, later, to re-switchit on; after which, a message willadvise the user on the program-ming result.

All the installation characteristicparameters are logged on the PCfile by clicking on the Save key.

Check out that the ECU manag-ing programme is as updated as

25

Fig. 10

Fig. 11

Fig. 12

FLYING INJECTION

possible (see § 6.4.1 and § 6.4.2).Click on the Quit key and go

back to the opening screen.At the end of this operation

sequence, the FLY GAS ECU hasstored the data relative to theequipped car.

6.3.2 CHECK-OUT OF THE

PETROL-RUNNING PARAMETERS

Position the changeover switchon the petrol mode and start theengine. From the opening screen(fig. 01) then choose the functionECU DIAGNOSIS through F2.

A screen opens (fig. 14) depict-ing the main components of theFLYING INJECTION system and ofthe engine, with full details on thesizes which characterise their work-ing.

In thirteen boxes there are thevalues they assume every moment.

The programme moreoverallows to display the course ofthese sizes in time on a graphic, byclicking on the key “Page ofGraphs”; by carrying out this opera-tion the boxes will be all moved onthe screen left side, by leaving thespace to display the graphics in theremaining empty part (Figure 15).

It is sufficient to click on thenumeric value of the signal whosegraphic is to be displayed; by click-ing again on it the graphic will beremoved, as per the Figure 16.

It is possible to open up to 4graphics at the same time (Figure17).

By clicking on the key “Enginepage” it is possible to go back tothe page only containing thenumeric values of the signals.

By displaying these values whilerunning on petrol it is feasible toimmediately detect some possibletroubles relating to the installation.

This operation is simplified if a

26

Fig. 13

Fig. 14

Fig. 15

FLYING INJECTION

comparison between the read val-ues and the typical ones listed inthe annex B is made.

At the end of this phase, onceyou have noticed the presence ofall the signals and their congruencewith the engine working conditions,you can changeover to gas.

Starting from the version 2.6 ofthe installers’ programme, it is pos-sible to send the graphics and thevalues of the main signals andparameters for the Flying Injectionsystem to the BRC Servicing in realtime, in case the car has workingtroubles (Figure 18).

This operation is only activatedif you have the special GSM mod-ule connected to the PC and youhave previously introduced the tele-phone number of the BRCServicing through the option “F10 –Configurations” from the MainMenu (Figure 01).

To activate the connection to theBRC Servicing it is necessary topress the key “ GSM ConnectionStarting”, which opens a window“Connessione Modem” as per theFigure 18, where it will be sufficientto press the key “Connect”.

6.3.3 CHANGING OVER TO GAS

Now you can refuel with gas. Ason any equipment of any type, youcheck out the absence of leaks.

BRC Co. advises to set-up thelevel gauge with precision on themaximum level value too.

To do this, it is necessary to fillup till the (LPG) multivalve stops orup to the (CNG) maximum pres-sure.

The personalising operation istherefore repeated, by acquiring themaximum level signal this time.This acquisition ought to be carriedout after one minute at least fromthe board ignition, in order to allowthe signal to optimise. In this phaseit is not necessary to repeat all theoperations seen at the paragraph

27

Fig. 16

Fig. 17

Fig. 18

FLYING INJECTION

3.1. It is sufficient to introduce thecar numberplate and the pro-gramme takes the data relative to itfrom its file. It is sufficient to repeatthe personalisation for the onlymaximum value of the tank.

Now you can changeover togas.

6.3.4 CHECK-OUT OF THE GAS-RUNNING PARAMETERS

Act the same way as you did forpetrol (see § 6.3.2).

It is now necessary to considerthe pressure p1 too.

6.4. OTHER FUNCTIONSOF BRC FLY INSTALL

In the previous chapters wehave described the working of theprogramme supplied to the F.I.installer as to the main operationsto complete an installation andcheck out the working of a car.

It also allows a lot of furtherfunctions which will be described inthis chapter.

6.4.1 ECU INFORMATION VISU-ALISATION

The FLY GAS ECU is able tocommunicate its characteristic datato the PC.

Inside CAR SELECTION, on theF2 directory, after having activatedthe communication through“Communication starting”, by click-ing on the key ECU Information it ispossible to check out all the datarelative to the ECU, to the chartsstored and to the software installed(fig. 19).

6.4.1.1 “MOT OROLA-01” ECUs -ECU Software Updating

The system allows to reprogramthe ECU managing software assoon as BRC supplies a software

version more updated than the onepresent on the ECU.

This is a delicate operation, tobe carried out with due caution. It isessential that in this phase thecommunication between PC andECU is never cut off.

This would determine a damag-ing in the FLY GAS which wouldhave to be replaced.

It is therefore necessary tomake sure that the car board is notswitched off and the serial commu-nication cable between PC andECU is not disconnected.

28

Fig. 19

Fig. 20

FLYING INJECTION

The ECU reprogramming oughtto be carried out with the engineswitched off and the boardswitched on, after having activatedthe communication and by clickingon the special key (fig. 20).

Then, by clicking on the “YES”key, the reprogramming starts (fig.21).

When the programming is com-pleted, you are requested to switchthe ECU off and to re-switch it onand a message is generated, advis-ing whether the programming hasbeen successful (Fig. 22).

6.4.1.2 “MOT OROLA-02” ECUs –ECU Loader Updating

Starting from the version 2.6 onthe FLY GAS ECUs there is a pro-gramme called loader or “Kernel”which acts in such a way as not tomake the ECUs unusable in casethe communication in the program-ming phase stops for any reason.The Loader supervises the pro-gramming and checks out the cor-rectness of the data contained inthe ECU at the ignition. This loadercan be only downloaded on theECUs of the “Motorola-02” type.

The Kernel is only activated fora fraction of a second at the ECUignition and carries out its maintask in the reprogramming phase;in the normal working of the ECU itis deactivated. Its replacement has-n’t therefore any influence on theequipment behaviour. For that rea-son, and bearing in mind that itsreplacement is a potentially danger-ous operation, we advise againstreplacing it, even if this operation ispermitted by the programme.

In any case the programme sig-nals which version is present on theECU and which version is availablefor the downloading on PC.

Should you have to reprograman ECU unprovided with anyLoader, it is advisable to install it,as it is suggested by the BRC FLYINSTALL programme as soon as

you try to enter data.

This is a delicate operation, tobe carried out with due caution. It isessential that in this phase thecommunication between PC andECU is never cut off.

This would determine a damag-ing in the FLY GAS which wouldhave to be replaced.

It is therefore necessary tomake sure that the car board is notswitched off and the serial commu-nication cable between PC andECU is not disconnected.

29

Fig. 21

Fig. 22

FLYING INJECTION

The Updating or the ECULoader installation ought to be car-ried out with the engine switchedoff and the board switched on, byclicking on the special key afterhaving activated the communica-tion (fig. 23).

Then, by clicking on the “YES”key, the reprogramming starts (fig.24).

During this operation, you seean increasing number of records onthe PC. At the end of the program-ming, you are requested to switchthe ECU off and to re-switch it onand a message is generated, advis-ing whether the programming hasbeen successful or not. (Fig. 25)

30

Fig. 23

Fig. 24

Fig. 25

FLYING INJECTION

6.4.2 VISUALISATION OF DIA-GRAMS

Inside CAR SELECTION in theF2 directory, after having selectedthe car model, it is possible to dis-play its assembly diagram by click-ing on the key Connection plan (fig.26)

One can scroll the displayeddiagram (fig. 27) by clicking on theright cursor arrows, or “taking” thesheet with the displayed hand,clicking with the mouse left buttonto grasp and drag it by keeping thekey held down.

If you have a printer and youhave installed the attendant printingsoftware on the PC, then you canprint the diagram by opening theFile menu with the mouse and bychoosing the Print Option, as it isshown in the figure 28.

To close the diagram and to goback to the previous menu, it is suf-ficient to click on the x which isabove on the right, as per the figure29.

31

Fig. 26

Fig. 27

Fig. 28

FLYING INJECTION

6.4.3 EQUIPPED CAR DATA

RESEARCH

This function is useful during theoverhauling phase of the carsequipped with F.I.

The data are available through aresearch by numberplate or by cus-tomer’s name.

Inside CAR SELECTION, on theF1 directory, by typing the number-plate, a list of cars having the sameinitials appears on the right case(fig.30). Once you have located thewanted one, it is sufficient to clicktwice on the correct numberplate toget all the available data relative tothat car.

By clicking on the Numberplatekey you pass to the researchaccording to the car owner’s name(fig. 31). Act the same way as youdid for the research according tothe numberplate.

6.4.4 UPDATING OF MODELS ON

PC

You can update your PC bydownloading the new or revisedfiles from the section reserved toBRC internet site (http://www.brc.it).

You can make a completeupdating referred to all the vehiclesor just to take the software relativeto the car model being converted.

After having typed your ownidentity with the attendant pass-word, you can accede to thereserved area.

An icon enabling to downloadthe complete software for all theECU types is immediately dis-played, or, by clicking on CompleteTable the list of the available carsachieved. Look for the wanted carand click on the “Software” iconplaced beside the Kit Code.

The data will be logged on yourcomputer Hard Disk.

Click twice on the icon now pre-sent on your Hard Disk after having

32

Fig. 29

Fig. 30

Fig. 31

FLYING INJECTION

fed an empty 3,5” MS-Dos format-ted disk of the computer “A” Drive.

This way the software/s takenfrom BRC site is logged on thedisk.

It is now possible to update thedata on the Flying Injection PC.

Start from the opening screen(fig. 01). By pressing the F3 KeyMODEL UPDATING you open thescreen of the figure 32. Feed thefloppy disk/s in the PC drive, pressOK or Enter on the keyboard. Thedata transfer is displayed by“Software Updating” or “ModelUpdating” placed under the caption“Operations in progress”. Wait till“Updating finished!” appears. Incase of an updating to be carriedout through several disks, at thispoint it is sufficient to eject the disk,feed in the New Disk and click onOK again.

You then go back to the openingscreen by clicking on the QUIT key.

Starting from the version 2.6 it ispossible to also update any othersupport as Hard-Disk and CD-Romby selecting its relative unit throughthe special icon placed above (Seethe Figure 33).

Note: This icon is automaticallyset on “A:” (or rather it looks for thenew updating of the maps on the3.5” Disk) if an updating disk hasbeen previously fed in the comput-er.

6.4.5 UTILITIES/REVISIONS

From the opening screen (fig.01), by pressing the F4 key UTILI-TIES/REVISIONS you open thescreen of the figure 34.

This function allows to performsome operations on the file of theequipped cars.

Display a both complete andpartial list of the equipped cars onthe monitor (fig. 35 - 36).

If you own a printer, it is possi-ble to print a paper copy of it, fromthe screen of the figure 36, by click-ing on the below key depicting a

33

Fig. 32

Fig. 33

Fig. 34

FLYING INJECTION

printer.Click on Quit to go out from the

screen of the figure 35.

By coming back to the screen ofthe figure 34, it is possible to printoverhauling letters to recall the cus-tomer for the programmed mainte-nance (fig. 37).

The text of the letter ought to bepersonalised by the assemblyshop, by pressing the key Overhaulletter modification appearing on thescreen of the figure 37.

This personalisation ought to becarried out making sure not totouch the domains in quotes<<xxxx...>>. The text of the screenof the figure 38 is modified.

Once the personalisation isachieved, the screen is closed byclicking on the x placed above onthe right. The message: “savechanges to…Letters_EN.TXT” willappear. By clicking on the Yes keythe new letter will be stored.

6.4.6 CHANGE OF LANGUAGE

The change of language is car-ried out from the opening screen(fig. 01) by pressing the F8 key andchoosing the wanted language.

34

Fig. 35

Fig. 36

Fig. 37

FLYING INJECTION

6.5. PROGRAMME EXIT

The programme exit is carriedout from the opening screen (fig.01) by pressing the Esc key.

35

Fig. 38

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36

Collect material and installation instructions

Carry out data transfer from PC

Call BRC After Sales Service

Possibility toinstall it

Refuel with gas and verify possible gas leakage

Changeover to gas

With your PC verify the gasworking on road

Feasibility verification

Wait for instructions from BRC

Carry out mechanical and electricalinstallation

Verify if the Flying Injection system recei-ves and processes all the signals with

engine working on petrol

NO

YES

Correctworking

NO

YES

Hand the car over

A. FLYING INJEC-TION INSTALLATIONFLOW-CHART

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37

B. TYPICAL VALUESOF THE SIGNALSWHICH CAN BEDISPLAYED WITHTHE ECU DIAGNOSIS

SIGNAL Minimum value Maximum value

Temperature (°C) Ambient temperature 80 (90)

N° PWM Shutters (%) 1 2

PWM Shutters Duty Cycle (%) 20 92

Injectors Duty Cycle (%) 0 100

TPS (%) (**) 0 100

Lambda ox. Sensor (mV) (**) 0 1000

Shutters (n°) 0 7 in case of single SMART16 in case of double SMART

For the LPG aspirated cars:

MAP (mbar) 200 1000

Pressure 1 (mbar) 1000 2300


For the LPG T urbo and the CNG cars

MAP (mbar) 200 1800



(**) The read TPS value is not in mV anymore as in the programme previous versions, but it now assumes the meaning of a throttl ebody opening percentage. Then, reading a TPS value around 0% means that the accelerator pedal is seen as completely released; o nthe contrary , a value around 100% means that the accelerator pedal is seen as completely pressed. This allows to check the correctconnection of the FL Y GAS ECU with the car T .P.S. signal with the greatest ease; it is actually sufficient to position with the car swit -ched off and the board on and to press your foot on the accelerator pedal checking that the value varies from approx. 0% to 100 % onthe PC.

IMPORTANTAll the pressures are detected as absolute pressures, that is to say: - 0 mbar means the absolute vacuum - the atmospheric pressure is approx. 1000 mbar (at the sea level)so, by way of example- p1 = 1800 mbar means a pressure of approx. 0,8 bar above the atmospheric pressure - p2 = 700 mbar means a depression of approx. 0,3 bar as to the atmospheric pressureNote : In the phase of the first analysis of the car correct working, you can check that the M.A.P . value with the engine switched offand the board on is very close to1000 mbar whereas with the engine idling on petrol it ought to be nearly equal to the value of P2.

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38

WHAT HAPPENED ?

You tried to start the functions F1 or F4twice.The file with the connection plan is mis-singA file has a wrong length

A line on the filelimit.txt is missing

A value out of the allowed limits hasbeen input inside the personalisation



The data memorised in the ECU aredamaged

The personalisation data the PC readfrom the ECU have some mistakesThe data sent in the set-up are corrupt

The data have been transferred in awrong way

The ECU does not communicate withthe PCThe ECU does not communicate withthe PCThe PC has not been able to communi-cate with the ECUThe ECU has been set up with stan-dard parameters more updated thanthose in the PCThe PC contains set-up data moreupdated than those in the ECU

The ECU has been set up with perso-nalised parameters more updated thanthose memorisedThe ECU has been set up with perso-nalized parameters prior to thosememoriz ed

WHAT TO DO

The programme overcomes the pro-blemTry to update the PC with the latestdisk provided by BRCTry to update the PC with the latestdisk provided by BRCTry to update the PC with the latestdisk provided by BRCReinsert it, decreasing the pre-setvalue.

Reinsert it, decreasing the pre-setvalue.

Reinsert it, decreasing the pre-setvalue.

Repeat the ECU set-up with data ente-ring

Repeat the ECU personalised set-up

Try to update the PC with the latestdisk by BRCVerify the communication between thePC and the card. Repeat the ECU set-up with data enteringVerify the communication between thePC and the ECUVerify the communication between thePC and the ECURestart from the car data input

Do not repeat the ECU set-up but afterhaving updated your PC with the newdisk by BRCIf the car owner complains about somemalfunctions, repeat the ECU set-up.

Do not repeat the ECU set-up but afterhaving updated your PC with the newdisk by BRCIf the car owner complains about somemalfunctions, repeat the ECU set-up.

MESSAGE

It is already in execution

Connection plan not found

Xxxx file wrong length

Xxxx: wrong parameter number

Changeover threshold data out of limits

Revolution fall data out of limits

Temperature data out of limits

The data of the ECU might be corrupt.For safety’s sake the ECU must berestores to the standard conditionsMistake in the personalisations

Mistake in the programming chart

Wrong checksum

Request ECU version interrupted

Communication with the ECU not pos-sibleECU type not identified

PC standard programming older thanthat of the ECU

PC standard programming more upda-ted than that of the ECU. Reprogramthe ECU to get the latest updatingPC personalised programming olderthan that of the ECU

PC personalised programming moreupdated than that of the ECU.Reprogram the ECU to get the latestupdating

C. UTILITY MESSA-GES OR BRC FLYINSTALL ERROR

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39

Report file not found

ECU not programmed

Software updating transmission inter-rupted

Wrong reception

Message without initial code

Personalisation file updated with theECU data

Some *.RPT. files are missing or havebeen deletedNew ECU, never set up.

The communication between the PCand the ECU has been interruptedduring the software updatingDuring the software updating the ECUdoes not communicate with the PCDuring the software updating somedata are missingThe ECU has communicated the perso-nalised parameters to the PC. Theinstalled car file is updated

Try to update the PC with the latestdisk by BRCCarry out the set-up as described inthis handbookThe ECU must be replaced

Check the communication and repeatthe operationTry to update the PC with the latestdisk by BRCThe programme goes on automatically

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40

POSSIBLE SOLUTION

Adjust the brightness with the small wheel at the side of the PC or the monitorAim with the mouse at any corner of the screen and move slowly until the arrowreappearsPush at once the keys “Alt”+”Ctrl”+”Del”. Then restart the PC by entering again thekeys “Alt”+”Ctrl”+”Del”Follow the previous instructions

If the PC was switched off incorrectly or if there are problems with the hard-disk, atthe start you may be required to run the programme Scan-disk. Push the keyENTER to run it and let it process without any interruption. It may take a couple ofminutes.If at the start it is shown that the PC is in temporary mode it means that there areproblems with some hardware components. In some cases it may involve compo-nents which are not in use, anyway call the nearest After Sale ServicePush rapidly twice the left button of the mouse

PROBLEM

The screen is dark The mouse arrow disappears

At the starting, the PC got jammed

The system got jammed and does notreact to any commandScan-disk

Starting in temporary mode

Double click

D. PROBLEMS WITHYOUR PERSONALCOMPUTER?

flying injection manual

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