Software Manual Landi Lsi - Nsi For Lsi Prime - Lsi One Ecus

SOFTWARE MANUAL
LANDI LSI - NSI

for
LSI PRIME - LSI ONE
ECUs
Version:
2.16.8 S
2012-10 *3* gb
Software 2.16.8 S
Restricted document
UPDATES
Rev. Date Description of change Performed by Approved by
0 2012-10 First issue I.Martinelli
Index
(interactive) 3 Notes
5 Software
5 Minimum computer requirements for software installation
5 Software distribution
5 Software installation
5 Software operation
6 Error codes software program
7 Software initial view
10 F1 Vehicle configuration
10 F1 Gas change over
17 F2 Lambda
20 F3 Emissions
23 F4 Gas level
26 F5 Pressure
30 F6 Temperature
32 F7 K insertion
36 F8 Injectors
42 F9 Autocalibration
43 F10 Gas/petrol
46 F11 Adaptivity
49 F12 Exit
50 F2 Dispaly
53 F3 Diagnosis
56 F4 Automatic calibration
57 Injectors size
59 Calibration fine tuning
62 F5 Modify calibration
63 F6 Save current configuration
64 F7 Load New configuration
65 F8 ECU Programming
66 F9 Update cards and maps
67 F10 Exit
68 Wiring diagrams
LANDI AUTOGAS EQUIPMENT is a brand produced and distributed by LANDI RENZO SpA
The materials and documents of any nature contained and published in this Manual are for information and promotional purposes
only and, unless otherwise stated, are the sole property of Landi Renzo S.p.A. or its successors in title who retain worldwide copyright
for the entire duration of the protection offered by law; any other use that has not been expressly granted is forbidden. The Manual
and the materials contained therein cannot be reproduced, published, transmitted, distributed, publicly displayed, removed, cancel-
led, added to, modified, used to create derivative works, sold or acquired. Any other use of the material in this Manual, including
reproduction for purposes other than those it was intended for, modification, distribution or publishing is forbidden without the written
permission of Landi Renzo S.p.A.
2 LANDI AUTOGAS EQUIPMENT

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NOTES
The software program described in this manual applies to
different types of ECU.
NS, The software automatically recognises the connected ECU
TO USE THE NEW FUNCTIO by means of firmware that is loaded by the manufacturer
NE-
SOFTWARE VERSION 2.16.8 during the initial programming stage.
EDS THE FIRMWARE BELO W:
Certain program windows and functions are only visible/
LRE194_#00371.plr available on some versions of ECUs. In such cases, the
words LSI PRIME or LSI ONE appear alongside the function
LRE198_#00361.pln as do the customised icons that identify this latest version.
EVO_#00470.ple
As regards the LSI PRIME LRE184 -188 ECUs, refer also to
OR LATER UPDATES previous software manuals “Omegas 2.6.4” or earlier.
The LSI ONE version can be installed on 2-3-4 normally

aspirated and turbocharged cylinder engines.
The MAP sensor that comes with the unit must always be
fitted.
At present, the combined injectors are series “AEB and Lo-
vato J-K” with various types of calibrated nozzles.
The field of application is described in the “Component In-
stallation Manual”.
A range of minimum/maximum settings is available for se-

lection.
WARNING if you enter a value that is outside the range, the
maximum or minimum applicable value will be saved, not
the previously set value and no warning window will appear.
The boxes and drop-down menu open together when you

press the button for the box.
To activate any changes made to the program, press “En-

ter”.
The parameters in “RED” can be changed only if the ignition
is OFF as the software string at the bottom of the “F1 Ve-
hicle Configuration window; “F1 Gas change over” reminds
us.
To correctly save changes to the parameters in “RED” made
with the engine running, you need to:
- switch the engine off;
- wait until the switch is OFF (if delayed ignition);
- re-start the engine.
This document is the property of LANDI RENZO. It cannot be distributed or copied without prior written approval
approval.

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FUNCTIONS NOT DISPLAYED IN THE SOFTWARE
Emergency start function (can be set “in acceleration” or “in deceleration”).

The gas system allows an “emergency start” system to be implemented in the event of problems
with the petrol feed system (i.e.: out of petrol, broken petrol pump, etc..)
Customers must be aware however that this option can only be used for a maximum number of
10 times.
To start the engine on gas:
• turn the vehicle ignition key on and wait until the dashboard lights up (for vehicles with key cards
“insert the card”);
• hold the switch button down for at least 5 seconds without starting the engine (at this point,
the green led will come on);
• start the engine.
The engine will now start on gas.
To zero the number of emergency starts performed, press “Zero errors” in the “F3 DIAGNOSIS”
WINDOW.
* Emergency starts can only take place with the ignition on. When the dashboard lights up, the
switch has to stay lit for the time needed for the emergency start procedure to take effect.
This document is the property of LANDI RENZO. It cannot be distributed or copied without prior written approval.
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SOFTWARE
MINIMUM COMPUTER REQUIREMENTS FOR SOFTWARE INSTALLATION
Operating system - Windows 98 2nd edition or later;
RAM - At least 16 Mbyte;
Hard disk - At least 20 Mbyte free at time of installation;
Screen resolution - 800 x 600 or better;
Internet Explorer version 5.5 or better.
SOFTWARE DISTRIBUTION
LANDI RENZO S.p.A. distributes the software (and future up-dates) through the website “www.landi.it/private area/
download software programs” or on a CD.
SOFTWARE INSTALLATION
To install the calibration program, put the CD in the reader and wait for the installation wizard to appear.
If the installation program does not start, select “Start” from the “Application Bar”. Select “run” and enter: “D:\setup.
exe” (where D indicates the CD reader).
During installation you will be asked which directory you want to use for installation. We recommend that you use
the preset directory.
When installation is complete, an icon will appear on the desktop.
SOFTWARE OPERATION
Landi LSI NSI
The calibration software needs a specific hardware key and can be opened without being directly connected to the
ECU.
To connect to the ECU, the computer and ECU must be properly connected with a modular adaptor. Depending on
the characteristics of the computer, use the appropriate module: version for Serial/USB port; version for serial RS232
port; WIRELESS SERIAL KIT; USB/RS232 adaptor.
The ECU must also be powered with a 12 volt battery (Red/Black wire) and an earth connection (Black wire) and with
12V with the ignition ON (dashboard lights ON - engine OFF).
Open the program by selecting the specific icon on the computer screen.
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SOFTWARE PROGRAM FAULT CODES
ERROR DESCRIPTION
PROGRAMMING
P01 Cannot connect to ECU on COM or USB ports, cannot find a connected control unit.
The ECU is not communicating or the communication pathway is not complete.
P02 The ECU connected is incompatible due to hardware or firmware.
P03 Error opening the programming file.
P04 Error in decryption of the programming file.
(The reprogramming procedure re quires the presence of Internet Explorer 5.5 or higher, with at
least 128-bit cryptography).
P05 Incorrect programming voltage.
P06 Error in flash cancellation.
P07 Error during initialisation (BAD_PREPARATION).
P08 Error during initialisation (BAD_ERASE).
P09 Error in start programming phase.
P10 Null dimension in input data.
P11 Incorrect encryption mode.
P12 Generic programming error.
P13 (1-6) Firmware isn’t correct for the ECU connected.
from P1000 Error in record programming (ERR.CODE-1000). Firmware writing was not
to above successful, the programming must be repeated.
HARDWARE KEY
H01 Error reading/writing hardware key.
H02 -
H03 Key with expired data or number of accesses.
H04 Data not compatible with internal data of key.
CONNECTION
C01 Cannot connect to ECU on COM or USB ports, cannot find a connected control unit.
The control unit is not communicating or the communication pathway is not complete.
C02 Error loading control unit identification data.
C03 The firmware of the connected ECU is not compatible with the program installed on the PC.
C04 The program installed on the PC is not compatible with the control unit firmware.
C05 ECU in boot mode, you must reprogram it with a suitable FW
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Software initial view
A
LSI PRIME ONE
H
D E F G
A Drop-down command bar

B Keyboard
C Language selection bar
D Computer/ECU communication status bar
E Name of program currently in use
F Version of hardware loaded
G Type of fuel
H Software visualisation
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A Drop-down command bar
Drop-down “File” menu

• Open configuration: Same function as “F7” - allows an
existing configuration to be loaded on the PC with the
additional option of searching for it in all the files on the
PC;
• Save configuration: Same function as “F6” - allows the
configuration currently being used on the PC with the
additional option of saving it in all the files on the PC;
• Print configuration: lets you print a copy of the current
configuration;
• Print corrections: lets you print details of changes made
to this configuration since the last data save was made.
• Print diagnosis: lets you print the diagnosis page;
• Installation instructions: If loaded on PC, this system
displays vehicle-specific screenshots for installing the
gas system.
• Exit: same function as “F10” to exit the program.
Drop-down “Connection” menu

• Connect: connects the PC with the ECU, the connection
bar opens and when the connection has been made,
the bar “D” changes status and colour;
• Disconnect: disconnects the PC from the ECU;
• Personalisation: currently only available “After market”.
Drop-down “Help” menu

• Information about...: a second window appears with in-
formation about the version of the software currently in
1 2
use 1 and the hardware key expiry date 2 .
B Keyboard
For accessing the various functions or using the mouse to
B select them.
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C Language selection bar

C
Click on the flag of the language you want to use.
D Computer/ECU communication status bar Shows whe-

ther the ECU is connected or not to the calibration software.
It is important to remember that any settings made when the
ECU is not connected will be lost on reconnection unless
they have been saved beforehand to a configuration file.
On connection (“Ctrl”+ “C” or from the drop-down “Connec-
tion” menu - “Connect”), the SW will automatically try to con-
nect with the ECU.
If the PC fails to connect, an error software string appears.
At this point, check:
- the interface serial connection.
- that the ECU has an electrical supply,
- that the ignition has not been turned OFF for more than 1
hour,
to connect, you will need to turn the ignition ON for a few
seconds or start the engine.
Once the connection has been made, the left side of the bar
will change description and colour.
E The middle of the bar shows the name of the file loaded
on the ECU F and the version of the software it is using.
G The right side of the bar shows the type of fuel selected
when the program was saved.
D
F G
E
H With the ECU disconnected from the PC, press “Ctrl

+ A” to select the type of program you want to use. The
choices available will appear at the top right of the screen
for a about 1 second. Function mainly for technical course
instructors.
LSI PRIME
A
Ctrl ONE
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F1 Gas change-over
B C
D E
A F
G
H
I
J
K
L
M
N O
P Q
R
W
T
U
V
NOTE
ter”.
The parameters in red can only be modified with the “KEY
OFF”.
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B C
O
N
D E
E
A F
G
H
I
J
K
L
M
N O
W
S
U
V
NOTE
ter”.
The parameters in red can only be modified with the igni-
tion OFF.
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A Keyboard
For accessing the various functions or using the mouse to select them.
A
W Input signal bar
Petrol/Gas: signals from switch;
Revs: RPM;
Level: signals from fuel level indicator;
Tinj. Gas: injection time for gas injector;
Tinj. Petrol: injection time for petrol injector;
T. water: temperature of coolant in radiator in °C.
T. gas: temperature of gas in °C;
Press. diff: gas pressure measured at injectors;
Press.: absolute pressure (gas pressure added to intake manifold pressure);
Lambda: lambda probe value
MAP: Manifold Absolute Pressure signal value.
B B Fuel type: select LPG/Methane depending on the type

of fuel used.
C Engine: select Aspirated or Turbo depending on the
C engine in question.
D Injector type: Matrix, Keihin, Landi, OMEGAS- EVO

only - AEB, Lovato J, Lovato K.
Detection of type of injector connected to the ECU is perfor-
med automatically thanks to the wiring system used. AEB
injectors can be detected by the ECU thanks to the firmware
loaded on the ECU during programming at the factory.
D Note
Injectors of a different make cannot be fitted without chan-
ging the wiring and program settings.
LSI PRIME
E Size: must be selected based on the type of injectors/

LSI PRIME
E nozzle installed on the vehicle (combined function only with

Landi or Keihin injectors).
There are three Landi-Med injector sizes and their use is
determined by the power output of the engine:
- Small: from 0 to 18.5 kW/cylinder
- Medium: from 15 to 27.5 kW/cylinder
- Large: from 25 to 40 kW/cylinder
LSI ONE
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Selecting AEB lets you set the matching value of the noz-
zles fitted to the injectors.
F The procedure for determining the right nozzles for an engi-
ne type are described in the “Automatic Calibration” section.
F Displacement: (range 900-8000cc.): enter the cubic

capacity in cm3. Given the cubic capacity and the number
G
of cylinders, the software calculates the capacity of each
cylinder then feeds the ECU with a basic carburretion map
that helps optimise the system during auto-calibration.
E
IM
R
IP
G
LS
Type of rev signal: Standard/Weak/Custom (only LSI

PRIME version).
Leave the “Standard” setting with signals that fluctuate from
5V to 12V. Select “Weak” for signals that vary from 2V to 5V.
G When you select“Custom” the “Range” (0-5) option appe-
ars that lets you set the engine RPM signal minimum volta-
ge value. This application is used when the signal measu-
E
N
IO
red is lower than 2 Volt. This parameter avoids the use of

LS
the signal amplifier.

Note
1 The WEAK setting must be selected when rpm signals are
sent to the ignition coil amplifier transistor. Use STANDARD
for connection to the negative pole of the ignition coil with
two wires.
Although either of the above settings can be used in the
event of connecting to the tachometer, the WEAK SIGNAL
G setting is preferable.
With signals of less than 2V (only LSI ONE), an extra signal
I
amplifier will have to be fitted.
G When you untick the function, a message appears in-

LSI ONE
forming you that the “brown” wire must remain disconnec-

ted and the engine speed in rpm will be calculated using
H injection times 1 . The “Ignition type” I function will not
work .
With LSI PRIME, this function is only available the Red/Yellow

LSI PRIME
wire is connected and if the parameters on the vehicle MAP

system are set.
Note - we recommend that you leave this function enabled
for both systems.
H N° of cylinders: automatically acquires the type of

ECU connected. Select the matching number of cylinders
I in the engine: 2, 3, 4 cylinders, or 4 cyl with 2 injectors, 5,
6, 8 cylinders.
Note - the 4 cylinders with 2 injectors (per cylinder) setting
only applies to ECU model “198”.
I Ignition type: Single coil, dual coil, tachometer, tacho-

meter 2; this information is used by ECUs to correctly cal-
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culate the engine regime starting from the time the engine
J speed data is input.
Select SINGLE COIL if the engine has a coil for every cylin-
der and if the signal is taken from the negative or transistor
on the coil.
Select DOUBLE COIL if the engine has a coil that feeds
two cylinders and if the signal is taken from the negative or
transistor on the coil.
Note: you may need to make this selection for some engi-
nes with one coil per cylinder.
Use Rev-counter for other cases.
2 Select Rev-counter 2 if the revs displayed in the “Revs”
setting are double the actual speed.
J Type of change over:

• In acceleration, the number of engine revs must exceed
the previously set threshold which is mentioned later
(Rev threshold for change-over);
• In deceleration, the system must recognise an engine
speed that is greater than the value set in “Fuel change
rpm threshold” and the petrol cut-off condition.
Note - The choice of these headings may be dictated by the characteristics of the engine (see FUNCTIONS NOT DI-
SPLAYED IN THE SOFTWARE” in the chapter “NOTES”).
• When you select “Start on gas”, the “Fuel Change RPM

Threshold” message disappears and the engine starts
on gas with no need to follow the emergency start pro-
cedure with the switch.
WARNING we recommend the use of this selection only for real engine problems while running on gas and even then,
only for a very limited period of time. LANDI RENZO S.p.A. will not accept any responsibility for damage caused by use
of this function (see FUNCTIONS NOT DISPLAYED IN THE SOFTWARE” in the chapter “NOTES”).
• Select Monofuel for engines that run exclusively on gas

fuels. When you select this function, a message 2
will appear and the “Fuel change rpm threshold” mes-
sage will vanish.
- Once the system recognises ignition, it instantly goes to
gas mode and disables all petrol functions;
- When the engine starts, the gas injectors are activated
immediately without waiting for rpm threshold.
K Rev threshold for change-over: (range 550-3000

rpm): minimum rpm above which fuel change occurs. De-
fault setting 1600rpm.
K
L Water temperature for change-over: (range 40-90
L °C) Together with the fuel change rpm threshold, this para-
M meter is evaluated by the ECU for changing the fuel feed
from petrol to gas.
M Start on gas with hot engine (range 50-90°C): select

the heading and set the water temperature above which the
engine will be fed directly with gas at start-up.
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N Valvetronik: with this parameter enabled, the system

continues to operate despite the loss of rpm signals reco-
gnising only the ignition ON as the operating condition (15).
Page 14
Allows rpm signals to be read even while connected to the
ignition coil in cut-off when there are no rpm signals.
N O The program displays the connection to power supply war-
ning message.
O Start & Stop: with this parameter enabled, the system

continues to operate despite the loss of rpm signals reco-
N gnising only the ignition ON as the operating condition (15).
O Allows rpm signals to be read even while connected to the
ignition coil in “Stop” mode when there are no rpm signals.
This function allows the engine to start in gas mode after an
“S & S” thus avoiding delays.
The program displays the connection to power supply war-
ning message.
Note - for Valvetronic/Start & Stop - is normal for the sy-

stem to enable the safety function when there are no rpm
readings. In this case to prevent the solenoids (tank and
regulator) from remaining open in the event of a crash, you
P Q need to connect the ignition wire (15) to the petrol pump
power supply switch or to a disabled ignition wire from the
inertia switch.
P
LSI PRIME
Disable switch: this function forces the engine to run

on just gas with the exception of starting the engine from
cold, in cases of saved diagnostic errors and in the event
of running out of fuel. In the last two cases, the buzzer will
sound continuously unless the “Buzzer Timer” is enabled.
Q Buzzer timing: with this function activated, the buzzer

LSI PRIME
R
sounds for just 5 seconds when the system changes back
to petrol after running out of gas or on diagnosis of a fault.
R Change-over from petrol gas delay with water T:

R unified view, a customised settings bar is also available
from this software for LSI ONE.
The table shows how the delays in changing from petrol to
vary with coolant temperature.
the change in fuel source occurs when, once the set time
has elapsed, the following conditions are available:
“Type of change over”; “Rev threshold for change-over”;
”Water temperature for change-over”.
This delay can be managed by means of a message that
lets you associate a delay of between 5 and 300 seconds
with a determined temperature.
At start-up, the ECU detects the temperature of the engine
coolant.
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To change the settings, press the message cells “(sec)”, a

modification window will appear then select the mode you
want:
- Absolute, the written value is that which appears in the cell;
- Linear, the written value (positive or negative) will be ad-
ded to or subtracted from the value in the cell;
- Percentual, the written value (positive or negative) will be
added to or subtracted from the value expressed as a per-
centage in the cell;
S Delay in petrol-gas passage from with gas temp:

If the water temperature sensor is not connected, mana-
S gement of delays in changing from petrol to gas take place
based on the temperature of the gas detected by the gas
sensor
T on the injector rail (for engines with Landi and Matrix injec-
U tors); on the sensor placed in series to the low pressure gas
pipe (for the OMEGAS - EVO system) or on the sensor on
V
the gas filter (for systems with Keihin injectors). When the
ignition is switched on, the ECU detects gas temperature
and enables the passage from petrol to gas once the preset
time delay has elapsed and once the conditions related to
type of change and fuel change rpm thresholds have been
verified.
Press the message cells “(sec)”, a modification window will

appear then select the mode you want:
- Linear, the written value (positive or negative) will be ad-
ded to or subtracted from the value in the cell;
- Percentual, the written value (positive or negative) will be
added to or subtracted from the value expressed as a per-
centage in the cell.
T Overlapping times (range 0 - 2”);

Overlap occurs when the petrol injectors and gas solenoids
are open at the same time. The purpose of this occurrence
is to allow gas to flow into the regulator/injectors and to pre-
vent any post-change irregularities in the engine.
Note - It is usually not necessary to change the setting from
“0” except in sporadic cases.
U Max petrol inj time for gas change-over: (range “2

- 20”, default 12 ms), this parameter is the petrol injection
time above which a change to gas is temporarily disabled. It
prevents jerky changes to gas under acceleration.
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V V Reset ECU and go to main parameters:

This command cancels all previously set parameters. The
ECU asks for confirmation before proceeding.
Z Number of injections for cylinder in change-over

(range 0-15); This function allows the changeover from pe-
trol to gas to take place gradually. Based on the values set,
the UNI petrol and gas injectors will be deactivated and the
others will be gradually activated one at a time. This stra-
tegy provides a smooth petrol/gas changeover.
Note - As regards “Sequential changeover from petrol to
gas ” (Gas/Petrol window), this parameter allows customi-
sed settings.
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F1 Vehicle configuration
F2 Lambda
A
B LSI ONE
C
D LSI ONE
A One or more (where applicable) pre-catalyser lambda

A probes can be configured. With two lambda probes, petrol
and gas injector times and signals from the probes will be
doubled.
B Fuel trim bank 2 (range -20;+20).

LSI ONE
If you select “2” lambda probes for a vehicle with 2 such

forward probes, a message appears that lets you linearly
change the gas mix for the second bank in the event that
the two banks are slightly out of balance (condition displa-
yed by OBD correctors).
Modifying this parameter on 6 or 8 cylinder engine, changes
the mix to the gas injectors that are connected by means of
cabling “E-F-G-H” identified by the red band.
On 4-cylinder engines (even if fitted with 2 pre-catalyser
Lambda probes), the system has no effect.
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C The type of lambda probe fitted to a vehicle can be set

so as to have (if connected) signal verification.
The following values can be set:
• 0 - 1 Volt;
• 0 - 5 Volt;
• 5 - 0 Volt;
• 0.8 - 1.6 Volt.
D This window serves as a reminder about the “VIOLET”
LSI ONE
wire connection.
Select “Not connected” when the “VIOLET” wire is not con-
nected.
Select “Pre” when the “VIOLET” wire is connected to the
pre-catalyser probe.
Select “Post” when the “VIOLET” wire is connected to the
post-catalyser probe.
Note - if you connect the “VIOLET” wire to the probe and do

not set one of the two parameters (Front-Rear), the Lambda
heading in the bottom bar will always show “n.a.”
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F3 Emissions
B
C
D
E
F
G
H
A 2
B
C
D
E
B
C
D
E
B
C
D D
E E
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O
N
E
B
C
D
E
F
G
H
D
E
D
E
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A Table of reference point emissions, where:

B Lambda probe refs.(V) determines the rich/lean th-
reshold. For “0-1”, “0.8-1.6” and “0-5” probes, on increasing
the value, the mix tends to become richer while decreasing
the value makes it leaner. With “5-0” probes, the reverse
happens.
B Lambda probe reference points can be set based on

engine load values determined by the MAP system.
C Raise rich time: This is a period of additional down
LSI ONE
time during which the engine runs rich before returning to
“lean” i.e. the real time plus that set for this parameter (ex-
pressed in ms from 0 to 2000). This strategy is used to limit
nitrogen oxide (NOx) emissions.
Note - Do NOT modify these parameters except for bench
emission tests.
D High emulation level; E Low emulation level: This

LSI PRIME
D
is the signal (square wave) that the gas ECU sends to the
E
petrol ECU (through the “grey” wire) as an emulated lambda
F probe signal.
D High emulation level; E Low emulation level:

LSI ONE
D This is the signal (square wave) that the gas ECU sends
E to the petrol ECU (through the “grey” wire) as an emulated
lambda probe signal.
F
The cells on the left refer to “Lambda Probe 1” point “D”
in the “F2 Lambda” window if the setting is “FRONT” The
cells on the right refer to the same point “D” if the setting is
“REAR”.
F Initial emulation delay: this is the period of delay that

occurs between the change to gas and emulation starting.
The note under the message indicates that if you want to
set the strategy, the value must be a setting other than “0”.
G Exit cut-off leaning (range: -100;100), parameter as-

sociated with “Leaning number injections”.
The number is expressed as a percentage of the lean/rich
mapping system readings when the ECU exits from the en-
gine cut-off stage.
H Leaning number injections (range: 0; 255), this is the

number of injectors undergoing percentage changes com-
pared with mapping system values..
Note - this function can be useful when the engine stops or
tends to stop on when going back to idle due to a mixture
that is too rich or too lean. It can also be used to rectify
emissions in the event of excessive “HC”.
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F4 Gas level
B
C
D
E
A
O
N
E
E
F
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A Type of gas level sensor: This allows you to set the

type of gas sensor that has been fitted.
The following gas level sensors can be set:
• A.E.B.;
• 0 - 90 ohm;
• Landi Renzo;
• Sensata HD
• Non standard;
• Non-standard inverted.
“Landi Renzo” default setting.
For preset sensors: The fuel level thresholds have already
been loaded in the program for AEB, 0-90ohm, Landi Renzo
and Sensata HD sensors.
Selecting NON STANDARD” or “NON STANDARD INVER-
TED” lets you customise the settings by the type of gas level
sensor used and select suitable thresholds in ascending or
descending order in the boxes:“Reserve”; “1/4”; “2/4“;”3/4“.
To save the value you have selected, press “Enter” (as men-
tioned earlier in “Notes” on page 3). When you have com-
pleted the sequence press “Accept”.
As an alternative, the switch LED thresholds can be set with
the following procedure:
*) With the fuel tank empty, put in the amount of fuel you
want to consider as the “Reserve” level;
*) connect the ECU then turn the switch to “Petrol”;
*) press 1 “Set min level” (a number will appear alongsi-
de);
*) fill the fuel tank up to the top;
*) press 2 “Set max level” (a number will appear alongsi-
de);
*) Press 3 “Find levels”, the will automatically calculate
the intermediate levels and show them in the boxes above;
*) press 4 “Accept” to save the data.
Note
If you make any mistakes in the procedure, drop down me-
nus will appear.
1 2 3
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B Automatic change back to petrol: the following message appears when you select this item: “Low pressure
time for change back” (range 0;20“). It is possible to set the time that must elapse before switching to petrol when the
pressure drops below the value set in “Pressure for change back to petrol”.
Note - by not selecting “Automatic return to petrol” when the gas tank is empty, the engine will run irregularly until it
cuts out.
C Automatic return to petrol with rail pressure: function can only be displayed by setting “Landi 2.0” in: “F1
LSI PRIME
gas change” - Injector type”.
D Automatic change back with low pressure setting possible function cannot be displayed by setting “Keihin”
and “Landi” in: “F1 gas change” - Injector type”, the following message appears when you select this item: E Low
pressure value for change back: (range 0.4;2 bar), fun-
ction cannot be displayed by setting “Keihin” in “F1 gas
B change” - Injector type”, the threshold value is the level be-
low which the ECU activates returning to running on petrol
with subsequent warnings from the buzzer (intermittent fast
buzzer) and display (petrol and gas LEDs lit).
C The Low pressure value for change back parameter can
be set independently of the previous item. Different values
based on the settings selected in “F1 gas change” 1
D
“Fuel” (LPG/Methane) and “Engine type ” (Aspirated/Turbo)
are set as default.
E
0,35 F Gas electrovalvesopened in advance: when you tick
LSI ONE
this item, a window appears 2 to remind you that the

F
petrol pump will not be shut off as the solenoids will open
1
about 5 seconds before the injectors start, This will prevent
any post-change irregularities in the engine.
Note - This strategy might create problems resulting from
the possible use of timing advance processors during the
2 changeover from petrol to gas.
G Pressure for change back to petrol:

LSI PRIME
The return to petrol can be set to activate if a drop in pres-

sure is detected at the injectors based on injection times.
If you select the box for the pressure that matches the in-
jection time you want, a window appears to let you change
the value in the following modes:
- Absolute, sets the desired value;
- Linear, adds or subtracts the value you enter from that
shown in the table;
- Percentage, adds or subtracts the percentage value you
enter from that shown in the table;
Function can be used with “Landi” and “Keihin” injectors but
not with “Matrix” injectors.
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F5 Pressure
O
N
E
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Select the type of gas pressure sensor fitted to the gas

system:
A
Omegas versions with Landi injectors: Bosch or
Sensata sensors can be identified by the brand name stam-
A ped on the sensor casing.
Omegas versions with Keihin injectors: this message
does not appear.
B Omegas versions with Matrix injectors: LRE 165 (by

default); used exclusively on gas systems that have Matrix
B injectors and feature only 2 couplings.
B LSI ONE versions with AEB injectors: AEB 025 (by

default); this sensor can be identified by its four couplings
(gas inlet/outlet - intake manifold vacuum inlet/outlet).
WARNING
Any combination of the default settings described be-
low is prohibited as it may affect the functionality of the
system.
C
D
With Pressure gauge available: C absolute
LSI PRIME
E F
MAP sensor: D not present.
Combination of defaults that do not call for connection with
D the “Red/Yellow” wire. - the return from gas to petrol is go-
verned by Rail Pressure table [Petrol Injection Times].
With Pressure gauge available: C absolute
MAP sensor: D present.
Combination that calls for the “Red/Yellow” wire to be con-
nected to the original vehicle MAP sensor - the return from
C gas to petrol will take place through set or acquired para-
D meters.
Parameters for external MAP:
H Offset (value in mbar); I
Slope (value in mbar/V);
if you know the values of the sensor on the vehicle, enter
them in the cells and tick the box:
J MAP configured correctly.
H I
J If you don’t know the values, press the button:
K K
Start guided search for external MAP parameters
The procedure for MAP sensor parameterisation acquires
the characteristics of the original engine sensor.
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Press K “Start guided search for external MAP para-

meters” and follow the instructions:
K 1 - WITH THE KEY ON, the gas ECU reads the voltage
from the sensor and associates it with 1 bar (atmospheric
pressure)
2 - At 3000 rpm, the change from petrol to gas takes
place
3 - At IDLE, the gas ECU reads the voltage from the sen-
sor and associates it with the MAP pressure
(= Gas pressure at injector unit – P regulator).
1
Note - the ECU must be correctly mapped on gas.
Following the MAP learning procedure: the return to petrol

will take place based on the low pressure differential value
for the return set in “F4 gas level” reference “C” instead of
on the pressure vector for the change to petrol in “F4 gas
2 level” reference “D”.
Gas pressure meter:

E Offset; F Slope (set by default).
These values refer to the type of sensor fitted to the gas
system.
3
G Subsonic flow threshold: this is the MAP/Pressure
gas ratio above which the speed of gas exiting the injector
is no longer in “sonic stall” (i.e. independent of the gas pres-
sure and equal to the speed of sound of the gas at a given
E F temperature, but dependent on the MAP/Gas P ratio). If the
MAP is connected, the MAP/Gas P ratio can be calculated
G and the gas injection times will be corrected to take into ac-
count the decrease in gas exit speed due to the increase in
the MAP/Gas P ratio.
L T water: The minimum temperature threshold to ena-

L M N ble the characterisation procedure (it is preferable if the en-
gine is at a normal temperature regime. We suggest setting
a value of more than 70°C);
Note
The procedure is performed with gas-powered engines M MAP threshold (V): the minimum voltage for enabling
at 3000RPM and at idle. In the learning process, the
software measures the differential pressure which is the characterisation procedure (the preset default setting is
equal to the regulator calibration pressure: acceptable);
Press.diff = Press.gas - MAP N P reg. (bar): the pressure needed to calculate the se-
The software program then obtains the MAP by rever- cond point of sensor linearisation (exit pressure from the
sing the formula: regulator default setting based on fuel setting and engine
MAP = Press.gas - Press diff.
type setting i.e. normally aspirated or turbo).
and saves the corresponding value in volts.
It obtains the MAP characteristics from the slope and
intersection of the straight line between the two points
recorded at 3000 RPM and at idle.
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THE LSI ONE VERSION DOES NOT NEED ANY MANUAL

CONFIGURATION AS THE MAP SENSOR FITTED HAS
ALREADY BEEN PARAMETERISED.
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F6 Temperature
A
B
C
D
A Gas temperature sensor type

Identifies the type of gas sensor used.
The 4K7 sensor is fitted as default with:
AEB, Matrix, Landi 2.0, Lovato “J-K” injectors.
The 2K2 sensor is fitted as default with Landi and Keihin
injector settings.
The 1K sensor is only used on certain products intended for
specific markets.
B Enable change-over with gas temperature: the op-

tion of enabling/disabling the function.
If this control system is enabled, the change in fuel will only
be possible if the gas temperature detected at the gas tem-
perature sensor fitted to the low pressure line is higher than
that set on the “F1 gas change-over” page.
C Enable fuel change-over with water temperature: this option is available if the matching (Orange) wire is
connected to the optional temperature sensor or to the original engine sensor (see Use vehicle’s engine tempe-
rature sensor).
The changeover in fuel will only be possible if the temperature set on the “F1 Gas change-over” - Water tempera-
ture for change-over” page is exceeded.
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D Use vehicle’s engine temperature sensor: if you want to use the

original engine temperature sensor, you can set the signal parameters with
the OBD tester connected to the diagnosis socket and create a Temperatu-
re/Voltage table for the sensor.
E By pressing “Modify temperature sensor parameters” you can set:
F R pull-up: the pull-up resistance value in the petrol ECU (if you don’t
know the value, you can leave the default setting).
Delta T: speed with which you wish to acquire the voltage reading on the
vehicle sensor.
Tmin, Tmax: minimum and maximum values for setting the parameterisa-
tion of the vehicle sensor (we suggest setting the minimum reading detec-
ted with the OBD tester with the engine cold and setting the maximum value
at 100°C).
G Condition: cold engine turned OFF with KEY ON.

1. position the cursor on the “VOLT. MEAS. (V)” cell matching the tempe-
rature reading taken from the OBD tester. The blue cell will show the
instantaneous reading in Volts read by the ECU;
Start the engine on petrol.
2. press the space bar when the temperature read by the OBD tester
matches the temperature of the highlighted cell;
3. once this value has been acquired, the cell below changes colour. Wait
until the next temperature on the OBD tester is reached then press the
space bar again.
4. repeat the operation until the maximum engine temperature has been
3,600 reached.
5. any cells below that cannot be reached in automatic mode must be
manually completed with values in Volts that are lower than the value
4 present in the last automatically saved cell. Double click on the cell and
the following message appears: 4 .
E Complete “End modification of temperature sensor parameters”
that lets you exit the temperature sensor program.

NOTE - Make sure that the values in Volts always decrease with increases
in temperature before ending the procedure.
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F7 K insertion
B C
D E F G H I
J K L M
O
N
E
A
B C
F G H I J K
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A This is the main carburretion map and the three main

variables are:
- RPM in X coordinate
- Petrol Tinj in Y coordinate
- K Coefficient in the cells
The gas injection time computing sequence is obtained
from:
• petrol injection time;
• petrol injector in-between time;
• gas injector in-between time;
• K coefficient of map;
B • gas pressure compensation;
• water temperature compensation;
• gas temperature compensation.
B Modify map refs.: the following mapping break points

can be modified:
- RPM (range: 200 - 8000)
- Injection times (range: 0 - 40 ms)
To optimise fuel mix mapping, we recommend limiting the
values to suit the characteristics of the engine by identifying
the maximum engine speed and maximum petrol injection
time.
Note - Carry out these modifications before calibrating the
system. Variations to parameters following calibration may
cause incorrect carburretion.
C C Start calibration: This key lets you start manual point
to point calibration. This calibration system is explained in
section “F4 Automatic calibration” paragraph “Manual cali-
bration”.
Note - In “Modify calibration “mode, the instantaneous cor-
D rection values on compensation vectors are not interpola-
ted.
D Fuel trim: This drop-down menu is only visible on ECU

version 194-198 and with specific wiring connected to the
vehicle K line or CAN.
This menu shows the “Fast” and “Slow” connectors for the
petrol ECU diagnosis system and enables the “OBD adap-
tivity” function (in “F11 Adaptivity”) shows the correction va-
lue of the gas ECU compared with the mapping value.
A red square around the word “Correctors” indicates that it
is in OPEN LOOP.
There is a more detailed explanation in “F11 Adaptivity”.
E K open loop: can be used to manage the open loop

LSI PRIME
E when the engine is running on gas. When the petrol injec-

tion time is greater than that shown, the K coefficient used
to calculate the relative gas injection time gas is no longer
that of the main mapping system but is the value shown in
the cell corresponding with line “K”.
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These Tinj and K values can be modified in function of the

vehicle being calibrated.
F
F K factor: lets you multiply the map K values by 1.5
LSI PRIME
or 2 (compared with previous software versions where a
specific firmware version had to be used). This system can
be applied when the median values of the mapping system
appear very high (over 230-240) following auto-calibration
and despite this, the fuel mix remains lean. Following appli-
cation of this strategy, auto-calibration MUST be repeated.
Note
Use of this strategy is only advised if you are already using
the biggest injector size available. Otherwise, use a bigger
F size of injector.
LSI ONE F Setting of the multiplication factor occurs automatical-

ly during auto-calibration and can neither be seen nor ma-
nually modified. The P1 and P2 parameters and respective
“T; inj; and “K” refer to two points that are interpolated to ob-
tain the correct “K factor” and represent the possible range
in line with injection times. In practice, if the injection time
is less than P1, the program takes the “K factor” value corresponding with P1. Between P1 and P2, it interpolates the
“K factor” value on the straight line that passes through both points. If the “T.inj” is greater than P2, the “K factor” of P2
will be taken.
Note - we recommend that you leave the default settings unaltered.
G G Gas temperature, H Water temperature,

I Pressure, J Diff pressure: These are the correc-
tions expressed as percentages that are used to correct the
fuel mix every time there is a shift from nominal mapping
H conditions (Water T >70°C, Nominal gas pressure and Gas
T = 50°C).
They consist respectively of values for temperature and
pressure and of a positive or negative corrective value ex-
I pressed as a percentage.
The pressure correction linearly interpolates the correction

values between two successive values whereas the two
temperature corrections are structured at the thresholds
I
(logic “up to x°C”). The cells temperature and pressure re-
ference cells (in blue) can be modified as can the correction
values cells (blank) from the modification window that ap-
J
pears on selection 4 .
Note - the default settings are obtained from the laws of
physics, any variation of these values may compromise the
system.
Note - In the EVO version of the program, the absolute
3,600 pressure correction value is usually displayed.
The “Pressure diff” string is only visible if Landi 2.0, AEB,
Lovato J-K injectors are set in “F1 gas change”. Again with
4 this injector setting, the “Pressure” string has no function.
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K K Times
Petrol injector dead time; Gas injector dead time : The-
se are two characteristic parameters regarding injectors
and serve to compensate for any delays the opening and
closing of injectors.
It is possible to differentiate between main injections (range
0-5”) and extra injections (range 0-5”) as in the latter case,
non-linear performance from the gas injector is to be ex-
pected.
Note - we recommend that you leave the petrol and gas in-
between injection times unchanged. With 184-188 ECUs,
L to cut off the extra injections, set “1.4” in the boxes for “extra
injections” and “petrol in-between injection time” and “0” in
the “minimum gas extra injection time (ref “B”) “F8 Injectors”
window.
The “Cut off extra injections” function can be enabled in
M 194-198 ECUs - see “F8 Injectors” window.
4500
L Times +: The gas in-between injection time is the diffe-

LSI PRIME
rence in time between when an injector opens and closes.

Given that these two times can cancel each other out, the
default setting is “0”.
Note - there are presently no strategies that call for chan-
ges to this value.
M Tip IN: this window is used basically for managing transitory mapping states.
LSI PRIME
Rpm for filtering (rpm) (function combined with “K filter”). Use the two cells to set the rpm cut-off value (up to: “X”
RPM; above: “X” RPM) the set regime comes into play. The strategy is not active.
K filter: (range 0-255; default 128) the default value matches the corresponding value in the map cell. In practice, the
map values are split into 256 parts.
By decreasing this value e.g. to “115” in the “up to” column, the mix becomes about 10% leaner up to 1200 rpm.
By increasing this value e.g. to “150” in the “above” column, the mix becomes about 17% richer above 4500 rpm.
T.inj. threshold for filtering: (range 0-5 m”, default 0.6 m”). The value above which the strategy intervenes.
Note - This strategy is used under acceleration (transitory states) when the map values do not allow linear power
distribution unlike functioning at constant load and speed where the map values are correct. An example would be to
make acceleration linear with engines running on methane.
N Correction bar: allows the progress of correction to-

N wards optimal fuel mix to be displayed, in other words: the
bar shows the variation in petrol injection time (acquired
before changeover) while running on gas.
The bar is BLUE when running on gas and RED on petrol.
Use of the correction bar is explained in more detail in the
paragraph entitled “Fine-tuning carburretion mapping”
in “F4 Automatic calibration”.
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F8 Injectors
A
B
C
D
E
F
G
H
I
J
K
L
M
N
W
O
P
Q
R
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O
N
B
E
C
D
E
F
G
H
I
J
K
V
W
O
P
Q
R
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The ECU uses the Peak and Hold technique to command

A
the injectors. This consists of supplying a high voltage (12V)
for a few milliseconds, after which power to the injector is
cut off then restored through a maintenance current for the
remainder of the injection time.
Injectors that need saturation commands are not compati-
ble with LR OMEGAS and LSI ONE ECUs.
Parameters:
A Max. current time (range 1 – 20 ms);
B Inter-off time (range 0 – 0.5 ms);
C Holding current (range 0 – 0,5 A);
A D Injector impedance: (range 0,5 - 10 Ohm);
B These regard commanding the injectors and depend exclu-
sively on the type of injector selected in “F1 Gas change”,
C
“Type of Injector”.
D Note - the above-mentioned parameters are more or less
fixed and we recommend that you leave the default settings.
E
F
G E Corrections of the holding current with injector
voltage: selecting this option lets you perform a compen-
sation of the maintenance current in relation to the battery
voltage used to power the injectors.
F Gas injector minimum opening time (range 0-20m”):

This is the minimum time that a gas injector remains open. If
the computing sequence generates a time that is lower than
the minimum time, it is replaced with this value. Setting a
medium/high value might result in the wrong fuel mix at idle.
Note -
In automatic mode, the default setting changes in line with
the type of injector selected in “F1 Gas change”, “Injector
type”.
1.5 ms Matrix injectors
2.0 ms Landi injectors
2.5 ms Keihin injectors
3.2 ms AEB injectors
3.0 ms Lovato J injectors
2.0 ms Lovato K injectors
G Gas extra-injection minimum opening time (range

0-20m”): This is the minimum time that a gas injector re-
mains open during extra injection. If the computing sequen-
ce generates a time that is lower than the minimum time, it
is replaced with this value. If you want the strategy to take
effect, the time to set must be equal to or greater than the
“Gas extra-injection minimum opening time”.
Note - With 184-188 ECUs, set “1.4” in the “extra injections”
“F7 box to disable the extra injection function. Drop-down
menu - “petrol in-between injection time” in F7 K entry” and
set “0” in this cell.
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H Extra injection cutting: (for 194-198 ECUs) this fun-

ction is enabled when there are frequent extra petrol injec-
tions that compromise the efficiency of the gas system.
IGas injector closing time: this is a safety time aimed

at taking into account the actual closure time of the injector.
H
I
J Petrol extra injection maximum time: This is a cut-off
J
point for recognising and applying management of the main
K injection or extra injection strategy.
L
M K Petrol injection maximum time: if the acquired petrol
N injection time exceeds this threshold, that time will be satu-
rate to this value.
This is also used to calculate delays in activating gas injec-
tors in relation to petrol commands.
LSI PRIME
L RPM for gas cut-off pilot system (range 0; 2200 rpm):

This is the threshold below which during cut-off (mandatory
condition), gas is injected in the absence of injected petrol.
Note: function combined with: “Gas injection activation
time in cut-off”
M Activation time for gas injection cut-off (range 0;

LSI PRIME
4m”). This is the gas injection time applied to all injectors

during petrol cut-off (obviously lower than the value set in
RPM for commanding the gas in cut-off).
Note
- do not use this strategy in the presence of powered Lam-
bda probes (might cause the “Check engine” warning light
to come on);
- To resolve problems of the engine cutting out (while retur-
ning to idle), it is better to modify the Gas/Petrol settings.
N Security min. delay (range 0.8-2.0 ms): This is the mi-

LSI PRIME
nimum safety delay that can be set which allows the softwa-
re to correctly calculate the gas injection times to prevent
incorrect injections of gas.
Note - with very high K map values, we recommend lowe-
ring the minimum setting so that the injection time can fall
within the engine cycle (time between 2 injections in the
same cylinder).
Petrol injection
Gas injection
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O Enabling the petrol switch back for continuous in-

O
jection: by default the check is disabled and therefore the
return to petrol for continuous injection is also disabled even
if the injection time exceeds the time of the engine cycle.
P Note - This option has been inherited from the previous SW
program (used exclusively with 184-188 ECUs that were
unable to operate gas/petrol mixes at high rpm/engine lo-
ads). Although 194-198 ECUs keep this functionality unalte-
red, they lose usefulness in that the ”automatic petrol con-
tribution at high rpm” allows the engine to run on gas and
to inject some petrol to make up for the lack of gas if the
injection time needed for correct running is greater than the
time available for injection.
When you enable this function, the following appears:
P Continuous inj. time for Petrol switch back (range

0-5s): in the case of continuous petrol injection (continuous
injection is detected if the injection time is longer than the
time between two TDCs), a strategy for managing gas injec-
tion time cuts in.
Q In practice, the gas injection time will be calculated by giving
R the computing sequence a petrol time equal to the engine
cycle i.e. the time between two consecutive combustions of
the same cylinder and by using the value of the last map-
S ping coefficient (12th line, 12th column). If the time of the
T cycle is greater than the maximum calibrated petrol injection
time, this will be used to calculate the gas injection time.
U
Q Enabling the manual injection sequence: Checking
this item allows you to set an association between petrol
injectors (or better, between the signal from the correspon-
ding injection cut-off cable) and the matching gas injectors.
This item is disabled by default therefore the association is
direct (same cylinder).
With the engine running on petrol, press S Get petrol
injection sequence: the ECU will detect the injection se-
quence.
WARNING In R Petrol injection sequence: the values
are shown in red! This means that once the association has
been acquired (while running on petrol) you will need to stop
then re-start the engine.
Note - the ECU manages error controls and we therefore
recommend acquiring the sequence with the engine idling
where extra injections do not usually occur.
The Gas injection sequence T table: shows the asso-

ciation between petrol and gas injectors.
The Modify gas injection sequence U function lets you

change the gas injection sequence.
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The example below proposes advancing by 1 injection with

the sequence detected being 1342 (ACDB).
We can see that petrol injector “A” activates gas injector “C”
(that is the next injector in sequence); petrol injector “B” ac-
tivates gas injector “A” (that is the next injector in sequence)
and so on.
- cyl petrol: ACDB
- cyl gas: CDBA
If you want to advance by two injections, the table is as fol-
lows (always with the ACDB sequence):
- cyl petrol: ACDB
- cyl gas: DBAC
V Enrichment in acceleration: (range -50; 50): the
LSI ONE
maximum default setting (50) leaves the fuel mix mapping
unaltered (corresponding with the window “Tip IN” in “F7 K
V insertion” for Omegas ECUs).
Lowering this value decreases the petrol injection times
read during transitory states compared with the standard
values that are used to define gas injection times.
Note - this strategy is useful for engines running on metha-
ne that, under acceleration, do not have optimal power di-
stribution characteristics (due to an over-rich mix).
W Weakening on MazdaTM (range: 0;-50): this acts as

a corrector strategy that modifies the fuel mix “to a false
lean mix” (there is a minus sign in front of it) in situations
where multiple injections are detected in the same engine
revolution.
In practice: if in addition to the main injection on one cylin-
der, a second injection is detected that is close to half of
the time that remains until the next injection the “K value”
measured on the mapping will be decreased in percentage
to the value set in this cell.
The reference to MazdaTM is simply because the first time

that changeover conditions from “sequential” to “full group”
injections (2 injections to the same cylinder during the same
engine revolution ) were detected, it was on a Mazda engi-
ne.
If this setting is not changed, in the event of changing from
“sequential” to “full group injection”, the engine would run
have an “too rich”.
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F9 Autocalibration
B
C
D
This page sets several key parameters for the auto-calibration procedure:
A Autocalibration RPM: (range 500;3500); this is the engine speed at which auto-calibration should be carried out.
During auto-calibration, the degree of tolerance is ± 300 RPM (e.g. at 3000 rpm, the range is from 2700 to 3300).
B Water temperature for autocalibration: (range 20;80); this is the water temperature threshold that must be exce-
eded to allow the AUTO-CALIBRATION PROCEDURE TO BEGIN.
Note - it is best to carry out the auto-calibration procedure at an operating temperature of no less than 70°C.
C Petrol injection time tolerance: (range 0.02;1); this is the tolerance accepted as the variation to petrol injection
time following switching to gas during auto-calibration.
D Changing nominal petrol injection time: (range 0;1); this is an offset that can be used to set the petrol injection
time around which calibration may be necessary.
Example on petrol at 3000 rpm, the petrol injection time is “2.3 ms”; the value set in the cell is “0.2ms”, the program adds
2.3+0.2; the new objective in changing to gas should be 2.5±0.1ms;
E Default injection times at 3000 rpm (ms): this is the actuated injection time (LPG and CNG depending on the
individual cylinder cubic capacity), at the first switch to gas during the auto-calibration ante procedure. If this time is
similar to the real time, the automatic calibration will be less complex.
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F10 Gas/petrol
A
B
C D E
G H L
I
J
K
M
N
O
RPM for Split fuel activation P
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A Sequential fuel changeover: this function allows the

switch from petrol to gas to be performed gradually. The
petrol/gas injectors will be gradually deactivated one by one
every 5 injections. This strategy allows a smooth passage
from petrol to gas.
A
B Automatic petrol contribution at high rpm: this ena-
bles the function when gas injection times exceed the maxi-
B mum time needed for injection. any missing gas is supple-
mented by petrol.
Some program versions have this function enabled by de-
fault.
Operation at idle:
C Gas: At idle speed, the runs on just gas.
D Return to petrol: on returning to high rpm, the system

E feeds the engine with 20 injections of petrol then goes back
to gas automatically.
C D
E Petrol: under the rpm settings set below, the engine
F will always be powered with petrol. The strategy has an in-
built delay system to prevent continuous changes in fuel.
These two strategies are usually implemented when the en-
gine has a tendency to cut out on returning to idle.
Each of the above functions enables:

F “RPM for idle identifying” (range 0;2000 rpm) the en-
gine speed below which one of the two above-mentioned
strategies cuts in.
Operation at high rpm:

G Gas: When running at high engine speeds, the engine
H is powered by just gas.
G
I H Petrol addition: If you select this item, the three mes-
J sages under “I-J-K” will be activated and the engine will be
K powered by gas with the addition of petrol.
NOTE - This parameter will only be activated if “Automatic
addition of petrol at high revs” is selected (ref “B”).
I RPM for petrol addition (range 100;9000) and

J Petrol inj. time for petrol addition (range 0;30m”):
these are interconnected and are the rpm range inside
which the engine receives additional petrol once the pre-
set petrol injection time threshold has been exceeded (the
squares in the image show an example of the application in
operation).
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L K Amount of petrol addition (range 0;30m”): The value

set is the time that both the petrol and gas injectors are
open at the same time. Needless to say, this time cannot be
M longer than the petrol injection time.
N
L Petrol: If you select this item, the two software mes-
O P sages will be activated and the engine will be powered ex-
RPM for Split fuel activation
clusively by petrol.
Q M Rpm for petrol operation (range 100:9000) and N

Petrol inj. time for petrol operation (range 0;30m”): the-
se are interconnected and are the rpm range inside which
5 the engine runs exclusively on petrol once the preset petrol
injection time threshold has been exceeded.
7 O Enable split fuel: enabling this function, a drop-down

menu appears with:
P RPM for split fuel activation (range 400:8000) that
allows you to set the range of rpm above which the function
cuts in.
LPG - ASPIRATED When you press the message cell
LPG - TURBO Q 0-25%, a modification window appears in which, 7

with reference to gas pressure, you can set the percentage
CNG - ASPIRATED of petrol you want to inject to replace gas (range 0-25%).
The ECU reads the pressure and up-dates the percentage
CNG - TURBO of the “split” to apply every 20ms.
Different pressure default settings are based on the para-
meters set in “F1 Gas Change”, “Fuel” (LPG/Methane) and
“Engine Type” (Normally aspirated/Turbo).
Note - the value of the percentage entered is the number of petrol injections to an individual cylinder for every 100 overall
injections to that same cylinder. The ECU injects petrol cyclically to one cylinder at a time. With this parameterisation
and the maximum “split” percentage, a cylinder will always be supplied with petrol.
The example shows settings of 19 and 25% of the “split” percentage
In the “Enter values” section, select
- Linear, the written value will be added to or subtracted from the value in the cell if it is not “0”;
- Percentual, the written value will be added to or subtracted from the percentage value in the cell if it is not “0”;
Example
with a setting of 10%, only one cylinder at a time is gradually supplied with petrol (red square) for 10 injections, then just
gas is injected for the remaining 90 injections to each individual cylinder;
injected number
cylinder
With a setting of 25% one cylin-

der will always be running on gas.
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F11 Adaptivity
This page can only be used with LSI-NSI version 194-198 ECUs and with cabling that is dedicated to this type
of ECU connected to the OBD socket.
A G
B
C
• The Omegas 2.16.3 program (or later) manages calibration using data from the engine management system K
line or CAN. This allows the ECU to adapt over time (within certain limits) to changes in conditions to the installed
system.
• At the moment, auto-adaptivity can be used with petrol ECUs fitted with an OBD connection (from EURO on) that
have standard FAST and SLOW integrators i.e. with reference to zero and that have upper limits of ±25% and ±50%.
• Once the electrical connections have been made, The PC software displays the fast and slow petrol ECU “correc-
tors” (see section “F7 Enter K) thus avoiding the use of a second device for showing these parameters.
• The vehicle must be correctly mapped without auto-adaptivity with the auto-calibration procedure and correct car-
burretion must also be confirmed.
Electrical connections:
Use the cables available in the gas wiring harness for the connections based on the type of line present on the vehicle
(connection types 1-2-3, line K; connection type 6-7-8-9, CAN).
The wires to have electrical connections are easily identified near the original vehicle OBD connector.
Connect the corresponding wire to the OBD socket after which you need to set the type of connection so that the gas
ECU can receive data from the petrol system.
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The OBD tester can supply information about the type of connection to be made.
The OBD tester shows:
Type 1 connection connect the wire(s) to: pin 7 (K Line)
Type 2 connection “ pin 7 (Init K-line)
Type 3 connection “ pin 7 (Init K-line)
Type 4 connection not compatible
Type 5 connection not compatible
Type 6 connection “ CAN-H pin6, CAN-L pin14
7 6
8 1 8 1
16 9 16 9
CAN H
14
K line
Yellow/green
CAN L
Green
Yellow/grey
A OBD adaptivity: enables/disables auto-adaptivity

function. The program however allows this function to be
enabled/disabled without having to disconnect the specific
wiring.
B Type of OBD connection

With this function enabled, the software automatically starts
looking for the type of connection.
Once a connection has been made, the green confir-
A mation symbol 1 appears. If automatic connection
fails, the red error symbol will be displayed 2 .
If communication is not automatically recognised, it
B can be made manually.
The type of connection can be detected when using
the diagnostic tester to test the connection.
Manually select the suitable connection from the pro-

gram drop-down menu.
2
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The OBD tester shows:

Type 1 connection set: 1 ISO9141-2
Type 2 connection “ 2 KWP – 2000 Fast Init
Type 3 connection “ 3 KWP – 2000 Slow Init
Type 6 connection “ 6 CAN standard - 250 kbps
Type 7 connection “ 7 CAN extended - 250 kbps
Type 8 connection “ 8 CAN standard - 500 kbps
Type 9 connection “ 9 CAN extended - 500 kbps
NOTE
To program the “type of OBD connection”, the diagnostic tester must be
disconnected from the EOBD socket.
Type of petrol trimmers

Procedure to identify if the petrol ECU correctors are “right” D or “in-
verted” E .
Conditions:
• adaptivity disabled and ECU correctly calibrated;
• positions itself at idle with engine running on gas;
• decrease the area on the map where the ball is hovering by 5-10 points;
• Check if the petrol ECU fast and slow correctors go to positive values
shift to “straight” (as shown by the words: if carburretion is lean then
positive correctors); if they go to negative values shift to “inverted” (as
shown by the words: of carburretion is lean, then negative correctors);
• ONCE THE TYPE OF CORRECTOR HAS BEEN IDENTIFIED, RE-
SET THE AREA OF THE MAP THAT WAS PREVIOUSLY CHANGED
BACK TO THE ORIGINAL VALUES.
F Adaptivity sensitivity (range 100;200): Increasing the

F value decreases the time that the ECU takes to handle the
correction in adaptivity.
Note - we recommend that you leave the default settings
unaltered.
G Adaptivity with petrol mapping: function currently disabled.
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Operation
Once the electrical adaptivity connections have been made,

E the adaptivity function will not work if “OBD (A) Adaptivity”
is not selected. The window will up-date asking you to se-
lect the type of petrol corrector (“C” or “D”) and displays the
adaptivity sensitivity (“E”).
Once connected, the software in the “F7 Insertion K” drop-
down window “Correctors” (in “F1 vehicle configuration”) will
show the fast and slow correctors of the petrol ECU. This
delay is to avoid conflicts if an OBD diagnostic tester is con-
nected at the same time as it will always have precedence
over OBD communication with the gas ECU.
Note
If after the idle area has been modified, the petrol correctors
do not change, this implies the presence of other hidden pe-
trol connectors that take on the change that has been made.
In this case, change the modified idle setting back to its ori-
ginal value, wait a few minutes then repeat the idle area
modification (decrease by 5-10 points). Note that the fast
petrol corrector will shift by a few pints for several seconds
and will then return to its original value: if the shift is towards
the positive sign, this means that the correctors are straight.
Otherwise they are inverted.
Auto-adaptivity
When the coefficient (gas corrector “E”) is activated for the
first time, it will only shift by a few percentage points and
only over time and when necessary will it take on different
values to change the gas mapping and thus the gas ECU.
There are two gas correctors: one acts at idle and the other
at other engine speeds. Depending of the area of mapping
involved, the corrector in use at that moment will be applied.
There is also an Open Loop state in which the square around
the word “Correctors” (“n”) is coloured red. In this state, the
gas corrector remains locked at the value detected at the
time the Open Loop state began.
F12 Esc Exit
Use EXIT to leave the program. This will allow the calibra-
tion carried out to be loaded to the ECU. Always exit the
screenshot using indicated keys and NEVER with the “x”
at the top right of the screen except under extreme circum-
stances such as the program freezing.
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H
B
Key on
C
A
E F
This page is a fast, easy guide to the most important control parameters during gas operation.
- rpm A shown should correspond with the real number of engine revolutions (if this is not the case, check/
modify the setting in “ F1 Gas change - Type of ignition“;
- the following warning lights B come on:

“key on” shows that the ignition system is ON;
“Cut-off” shows the engine cut-off status;
“Gas- Petrol” shows what type of fuel the engine is using at that moment;
- pressure C shows the current gas pressure (aspirated engines 0.95 bar LPG and 2 bar METHANE; turbo
engines 1.1 bar LPG and 2.5 bar METHANE);
Note - when running on petrol, the gas pressure shown is not accurate.
- “Gas injection time, Petrol injection time ” D , show the current injection times of Two Fuels;
“Level” shows the amount of fuel remaining in the petrol tank/gas tank subdivided into 256 points. This value
is not shown in terms of litres or pressure but is a conversion of the value received from the fuel level sensor
converted into binary code.
- E MAP; F Water temperature, Gas temperature, Voltage for gas injectors; G Lambda: are current
displays of the parameters described.
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H Acquisition: this function is used to detect any malfun-

ctions in the gas system.
The drop-down menu lets you set:
- Start saving
- End saving
- Display graph
Start saving: A “GREEN” light indicates that the program

has started the acquisition procedure (function available
whether the engine is switched off or running). Reproduces
the malfunction condition more than once.
Once you have acquired sufficient data, press “Start sa-
ving”. The program will ask if you want to save the acquisi-
tion that will be saved to the “Acquisition” file.
Display graph: lets you open the saved acquisition or other
previously created files.
the graph displayed shows all the traces made by signals

available:
- RPM: RPM x 1000.
- Lambda: Lambda probe value in volts (measured on the
VIOLET wire).
- Gas inj. T: gas injector opening time
- Petrol Inj T: Petrol injector opening time.
- Petrol inj. time filter: “filtered” time:
- Pressure: value in bar of the pressure differential between
the intake manifold and the gas.
- Gas T x 10: value of gas temperature detected by specific
sensor multiplied by 10.
- Water Temp x 10: value of water temperature detected by
specific sensor multiplied by 10.
- Gas inj. T 2: gas injector opening time on possible 2nd
bank.
- Petrol Inj. time 2: petrol injector opening time on possible
2nd bank.
- Petrol inj. time filter 2: “filtered” petrol injector opening time.
- MAP : value in bar of the vacuum at the intake manifold.
Pressing “Graph” causes a drop-down menu to appear with
a 1 “Trace management”, function that lets you select
the specific parameters that may help you identify a fault.
Identifying a fault with a graph such as that in 2 would
not be easy.
Selecting only indispensible parameters makes the graph
much clearer 3 and you can also zoom in on specific
parts of the graph using the mouse. Graphs can be printed.
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4 Trace references.
2
5 Zoom section.
6 Print option.
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B C
E F G
O
N
E
The operational diagnosis page shows possible component and system malfunctions that can occur while the engine is
running on gas. If an “error” is displayed, once you have resolved the problem that caused it, you can reset using the
“reset error” button D . The “Reset errors” key also cancels the emergency start counter (see “NOTES” section Emer-
gency start function).The detectable malfunctions are as follows:
• ECU SELF-DIAGNOSIS: an error message appears if a voltage greater than 6 volts is detected for more than 150
seconds downstream of the ECU internal relay with the ignition OFF. This situation matches a “stuck” relay. A dia-
gnostic error message also appears if a voltage of less than 6 volts is detected for more than 5 seconds downstream
of the relay with the engine running.
• GAS INJECTORS: an error message appears for a specific injector if open or short circuit situations are detected
consecutively for a certain number of injections (10) on that injector’s coil.
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• LOW PRESSURE: while operating on gas, an error is saved if the gas levels drops below reserve (1 or more LEDs
lit on the switch) and if the pressure reading stays at a level of less than 250 mV (value that only applies if the sensor
is disconnected) for a certain time (3 seconds).
• HIGH PRESSURE: while running on gas, an error message appears if the pressure reading stays at a lower level
that that of the last correction vector value + 300 mbar for a certain time (5 seconds).
• ENGINE TEMP. NOT CONNECTED: only available of the “Enable fuel change with water temperature” function
has been enabled on the Temperature page. The diagnosis function activates if no signal comes from the vehicle or
optional temperature sensor for 10 seconds.
• LOW ENGINE TEMP: the diagnosis function activates if the ECU reads a temperature that is lower than the value
set alongside the software string for 10 seconds.
• HIGH ENGINE TEMP: The diagnosis function activates if the ECU reads a temperature that is higher than the value
• GAS TEMPERATURE NOT CONNECTED: the diagnosis function activates if no signal is detected coming from the
gas temperature sensor on the gas low pressure line for 10 seconds.
• LOW GAS TEMP.: the diagnosis function activates if the ECU reads a gas temperature that is lower than the value
• HIGH GAS TEMP: the diagnosis function activates if the ECU reads a gas temperature that is higher than the value
• SYSTEM’S SOLENOID VALVES EV1: an open or short circuit on the gas interception solenoid coil or corresponding
wiring can be diagnosed with the engine running on gas. The fault is signalled when the power consumption mea-
sured does not fall within the designated operating range for 5 seconds.
• EV2 VALVE: an open or short circuit on the multivalve solenoid or tank coil(s) or corresponding wiring can be dia-
gnosed with the engine running on gas. The fault is signalled when the power consumption measured does not fall
within the designated operating range for 5 seconds.
• SENSOR POWER AND SWITCH: an error is signalled if the ECU does not detect the connection to the switch and
sensors while running on gas. The fault is signalled when the power consumption measured does not fall within the
designated operating range for 5 seconds.
The “STATUS” column shows the matching malfunction.
The recovery actions are as follows:

None - With the function enabled, the switch does not signal any malfunctions.
Switch to petrol - With this function enabled, the switch signals an error (with the buzzer and rapid flashes of the green
LED ) and changes to petrol automatically. The next time the engine is started, the system will try to change to gas and
if the error is no longer present, the engine will run normally.
Only petrol - With this function enabled, the switch signals an error (with the buzzer and rapid flashes of the green LED
) and changes to petrol automatically. To go back to normal driving on gas, you will need to resolve the problem and
reset the error in “DIAGNOSIS”.
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The Diagnosis page for LSI ONE ECUs works in the same way as LR OMEGAS version where the “Status” and “Action”
columns and the “Reset errors” button have identical functions. The
REGULATOR SOLENOID
error is a diagnosis that provides information about possible malfunctions (the regulator and tank multivalve solenoids
are commanded by a single ECU output).
Diagnoses about:
GAS INJECTORS
GAS PRESSURE SENSORS
MAP SENSORS
GAS TEMPERATURE SENSORS
CHANGEOVER SWITCH PRESENT
have the same functions as LR Omegas versions. The program detects electrical conductivity and open or short circuits
on wiring and relative components.
The diagnosis regarding:
GAS TEMPERATURE TOO COLD
is programmable (range -40 + 175).
Note - we recommend setting this value at a temperature that suits the type of fuel used with a minimum value of ~
0°C for LPG and ~ -20 for Methane. We recommend that you do not go lower than this threshold. For LPG this would
prevent gas being injected in its liquid state while for Methane, it would prevent making the system work at the limits of
temperature. In addition, if diagnosis is enabled, you need to set a lower value than that in “F1”, “F1 Gas change”, “Delay
in Petrol-Gas change with gas temperature”. Setting a higher value could cause an error to be saved at the moment of
fuel change to gas.
E Operating times
Time on petrol, Time on gas: separately count the ope-
rating times of the engine running on petrol and on gas.
E Display of the times is to 1/3 of an hour.
You can reset the saved time by pressing “Reset time” or by
re-programming the ECU with the new firmware.
F Gas injector cut-out

When you select “Off”, the corresponding cylinder will be
fed just petrol.
F This function enables different checks to be carried out.
- It allows the correct petrol injector cut-out sequence - gas
injector connection to be checked.
- It allows possible injector malfunctions to be identified wi-
thout having to manually intervene on injector/intake ma-
nifold connecting pipes. To identify which injector might be
creating the problem, press the “Off” squares in sequence.
Using this method, the “Off” cylinder is fed with just petrol
thus allowing you to identify the faulty injector
WARNING before exiting this screenshot, make sure

that all the buttons are “On”. The program does auto-
matically reset the original conditions.
G
G Petrol injector connection
Shows the petrol injector reading error and individual injec-
tion time.
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• The guided procedure allows simple calibration of the ECU.

• When the initial parameters were entered in “F1 Gas chan-
ge”, the program loaded a base map in the ECU.
• If a calibration history obtained from a similar engine is
available (same manufacturer and cubic capacity), loading
this calibration data into the ECU will lead to much simpler
auto-calibration.
• Procedure:
Has the engine temperature reached 80-90 °C?
• Press “SEND” on the bar (or “Enter” on the keyboard) to
start AUTO-CALIBRATION” .
• The only thing that will stop auto-calibration at this stage
Continue Cancel is if the “ignition (15)” or “rpm” signal is cut off. Resolve the
problem and re-start the procedure.
• Another message can appear if the water temperature
sensor signals that operating temperature has not been re-
ached. For the sake of simplicity, it is better to wait until such
temperature is reached.
The program will ask you to:
• stabilise the engine speed at 3000 rpm with the vehicle in neutral; the position of the petrol–gas switch is irre-
levant as the software will take care of changing fuel thus testing the outcome of the calibration. To speed up
LSI PRIME
the procedure, it is very important during this stage to ensure that the accelerator pedal is kept steady. The au-
tomatic calibration stage serves to set the ECU baseline and therefore to facilitate any later manual calibration
operations.
• the program instructs you to release the accelerator pedal and leave the engine at idle.
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Here again, it is very important to keep the accelerator pedal in a steady position, to make sure that the air-condi-
tioning and lights are off and to avoid turning the steering wheel or use any other function that might affect the idle
speed.
Auto-calibration correctly completed. You can now exit the function.
NOTE - to carry out calibration, the program loads a baseline map to the ECU. If you have problems keeping the
accelerator pedal steady during auto-calibration, you can try again starting from a previously created map not from
the base version or you can change the parameters set in “F9 Auto-calibration”.
The program will ask you to:

LSI ONE
• leave the engine at idle, to make sure that the air-conditioning and lights are off and to avoid turning the steering
wheel or use any other function that might affect the idle speed or injection times.
• Auto-calibration correctly completed. You can now exit the function.
NOTE - to carry out calibration, the program loads a baseline map to the ECU. If you have problems keeping the
accelerator pedal steady during auto-calibration, you can try again starting from a previously created map not from
the base version.
Injector and nozzle sizes

At present there are three OMEGAS injector sizes:
- Small: from 0 to 18.5 kW/cylinder - [3 cyl. --> 55 kW; 4 cyl. -->74 kW]
- Medium: from 15 to 27.5 kW/cylinder - [3 cyl. 45 ÷ 82 kW; 4 cyl. 60 ÷ 110 kW; 6 cyl. 90 ÷ 165 kW; 8 cyl. 120 ÷ 220 kW; ]
- Large: from 25 to 40 kW/cylinder - [4 cyl. 100 ÷ 160 kW; 6 cyl. 150 ÷ 240 kW; 8 cyl. 200 ÷ 320 kW; ]
Each injector cap shows the size of the injector:
Small injector: GREEN cap
Medium injector: BLACK cap
Large injector: WHITE cap
As with the previous series of injectors, the size of new

injectors is indicated by different coloured caps on each
injector (ref. A).
Unlike the first series of injectors, the cap holder too is cu-
stomised by injector type (ref B). A
Injector and nozzle sizes

Size Cap “A” Housing “B” B
Small GREEN S
Medium BLACK M
Large WHITE L
Any combination of injector/holder that does not match the above table could cause the gas system to malfunction. Even
if the engine performs very well at a certain rev range and engine load, it may be inadequate in many other areas of the
fuel mapping.
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The size of plastic bodied “EVO/ ECO P” injectors is indicated

with numbers (from 1.6 to 2.6) on the bottom of the holder.
XX
The size of interchangeable metal calibrated nozzles is shown

on the hexagonal part of the nozzle (from 1.6 to 2.6). The
higher the number, the higher the flow rate.
Plastic calibrated nozzles are identified by colour:

RED 1.6
YELLOW 1.8
GREEN 2.0
BLACK 2.2
WHITE 2.4
GREY 2.6
To ensure that you use the right size of nozzles to be

fitted to injector rails, refer to the tables and check-list:
LPG VERSION 1) Calibrate the GAS system correctly;

pressure= 1 bar; 2) Establish an idling speed with the engine running on
GAS;
kW/cylinder *
3) Check the GAS injection time:
10-15 15-20 20-25 oltre 25 - if the time is between 4.5 ms and 6.0 ms, the nozzles
are suitable;
200 - 280 1.8 1.8
- if the time is less than 4.5 ms, the injector size is too big;
cm3/cylinder
290 - 370 2 2 2.2 - if the time is more than 6.0 ms, the injector size is too
380 - 440 2 2.2 2.2 small;
Any time that injectors or nozzles are replaced, the ca-
450 - 500 2.2 2.4 2.6
libration procedure has to be repeated.
over 510 2.6 2.6
* The tables show data acquired from a series of instal-

CNG VERSION lations carried out on different engines and it is possible
pressure= 2 bar. that the values shown may not correspond with all the
kW/cylinder * engines now in use.
Engines with valve controlled aspiration (e.g. VALVE-
10-15 15-20 20-25 oltre 25 TRONIC), use a smaller size of nozzle compared with
200 - 280 1.6 1.6-1.8 the value shown in the tables.
cm3/cylinder
290 - 370 1.8-2.0 1.8-2.0 2.0-2.2

380 - 440 1.8-2.0 2.0 2.0-2.2
450 - 500 2.0-2.2 2.2-2.4 2.4
over 510 2.4-2.6 2.4-2.6
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Calibration fine tuning.

Once auto-calibration has been comple-
ted, we advise that you check the OBD
correctors (fast and slow) do not change
the fuel mix so as to bring the petrol ECU
in line.
With 194-198 model ECUs, the “fast” and
“slow” OBD correctors A can be displa-
yed (in “F7 Enter K” “Correctors” drop-
down menu). With 184-188 or OMEGAS
EVO models, you need to connect the
OBD tester OBD to the diagnostic socket
C and set it to display the correctors.
Check that the OBD correctors stay at ap-
A proximately the same values in determi-
ned fixed points on the mapping when the
engine is running on gas and on petrol.
WARNING
To determine corrector shifts, it is impor-
tant to remain as stable as possible within
a mapping cell. It goes without saying that
during these checks, variations in engine
speed or engine load do not provide accu-
rate data.
Another check to perform is that the petrol
injection times stay at approximately the
same values whether engine is running on
gas or petrol (ref. B ).
If these values do not match, manually
adjust the mapping.
D When you press “Start calibration” C
the “Switch” button appears D . This al-
lows you to change directly from petrol to
gas and vice versa without having to wait
for the usual programmed time. Each time
you press “Switch”, the corrector bar starts
from the optimal value “0%” then shifts to
positive or negative.
Keeping the rpm and engine load stable
at various mapping points, press “Switch”.
the corrector bar E
starts from the optimal
E value “0%” then shifts to
positive or negative.
B Keeping the rpm and en-
gine load stable at various
mapping points, press
“Switch”.
In the first few seconds,
B
you will notice a shift in
petrol injection times and
in the correctors.
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Double clicking on an individual cell lets you modify the

mapping values.
Selecting “Absolute” mode, the number you enter is the
number that will appear in the cell.
Selecting “Linear” mode, the number you enter is the
number that will be added to that currently in the cell.
Selecting “Percentual” mode, the number you enter is
the percentage increase that will be added to the number
currently in the cell.
WARNING
In “Absolute” mode, the program suggests an estimated
value of the correction to make, we advise you to think
carefully about whether to accept this proposed figure or
to just slightly change the value to be entered.
If you want to change the fuel mix in “transitory fuel mix

states”, you will have to make select other cells at the
same time F . In this case, we advise you to select “Per-
centual” mode so that you can correct the mapping better.
We would remind you that changing large areas of the

mapping is the same as modifying the “4x4” mapping (F5
F Change calibration) where the cells of the main map are
grouped in “3 x 3” . G .
With every gas-petrol-gas change, the fuel mix bar E
takes a second to stabilise then show the average percen-
tage of the last 10 injections. The correct fuel mix should
show a value near 0% for a few seconds and then, over
time, the instability of the position of the ball inside the sin-
gle cell caused by interpolation of the cells alongside brings
this value to implausible shifts. To check whether the cor-
rection is acceptable, select “gas-petrol-gas” again.
WHEN YOU ARE SURE THAT THE FUEL MIX IS COR-

LSI ONE
RECT, RUN THE ENGINE AT IDLE AND CHECK THAT

THE GAS INJECTION TIME IS BETWEEN 4.5-6ms AS
SPECIFIED IN THE LSI ONE INSTALLATION MANUAL.
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Pay close attention to the correct fuel mix in the “OPEN

LOOP” area (especially the part related to high engine spe-
eds).
With the Lambda probe under power, replicate the satura-
tion value (in Volts) of the Lambda probe in petrol mode
while the engine is running on gas.
With the linear Lambda probe, use the values of the “Fast”
and “Slow” correctors (or OBD tester) to replicate while run-
ning on gas.
The “Start calibration” button has changed function and

become “End calibration”. When you press this button,
a message will inform you that the calibration process will
end.
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B C
A D A
This additional function allows significant changes to be

made to the mapping system in the ECU.
Each cell in this map corresponds to 9 cells in the main
map “F1- F7 Enter K”
When running on gas, the RED box corresponds to the

area that is currently in use. When you press this box, it
turns BLUE.
A
To increase or decrease the percentage correction,
use the “Increase area (Page Up) or Decrease area (Page
Down) keys. After modification, the cells turn YELLOW.
To perform a complete diagnosis of the vehicle, it may be useful to use the OBD tester and
connect to the Lambda probe.
The page also shows:
B Fuel in use
C Petrol injection times and Lambda probe voltage
D WARNING: Use EXIT to leave the program. This will allow the calibration carried out to
be loaded to the ECU. Always exit the screenshot using indicated keys and NEVER with the
X at the top right of the screen except under extreme circumstances such as the program
freezing.
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A
B
A Using SAVE CURRENT CONFIGURATION allows you to save the actual file regardless of the type of fuel in use.
The program automatically recognises the type of ECU connected and saves the file in the relative 3 or 4 cylinder folder
or, in the case of LANDIRENZO Omega only, the 5, 6 or 8 cylinder folder.
Selection of the type of CNG or LPG fuel in “F1- F1 GAS CHANGE”, will affect the saving of the files in the relative folder.
Vehicle makes that are not on the list can be loaded to the appropriate folder on your PC.
B You can use up to 50 characters to name the calibration you have created. We suggest using an easily identifiable
procedure such as:
make of vehicle, cubic capacity, year of manufacture, type of engine (brief or detailed), type of injectors (possibly injec-
tor/nozzle size), type of fuel, operator code/vehicle registration number etc. The date and time the data was entered will
also be automatically saved by the system.
C D If you want to save mapping data in a specific folder, select the make of vehicle before pressing “OK” otherwise
this data will be saved in the shared “Config” folder. LPG - Config. CNG.
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The Load New Configuration function allows you to load

previously saved calibrations regardless of the type of fuel
in use. The system automatically detects the type of ECU
connected be they 2, 3, 4, or (for LANDIRENZO Omegas
only) 5, 6, 8 cylinder versions.
The program automatically shows only the files containing

at least one calibration.
Once the calibration data has been loaded, you can go ahe-
ad and check that system and/or customisations operate
correctly.
You can also visualise the configurations on the PC without

being connected to an ECU as well as modify and save the
data.
Files
A 5-6-8 cylinder
B 2-3-4 cylinder
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A
B
Up-dating ECU program software
A Select the folder for the connected ECU:

- 3-4 cylinder
- 5-6-8 cylinder
- EVO
B
B Firmware is differentiated by name or file extension:
LRE 184_ ... - LRE 194_ ... (*.plr) for 3-4 cylinder ECUs
LRE 188_ ... - LRE 198_ ... (*.pln) for 5-6-8 cylinder ECUs
EVO_ ... (*.ple) for LR EVO ECUs.
Note - we recommend that you use the latest version of

firmware available for every model of ECU (firmware na-
mes are represented by alphanumeric codes in ascen-
ding order).
C When you select the program, the next window shows

the name of the file and the time and date it was created.
C D Use one of the two keys to confirm programming or to

change the file. Use “Exit” to leave.
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This guide helps you load your PC

with new engine calibrations or in-
stallation charts for specific makes
of vehicle.
Use the usual channels (internet

websites, e-mail, etc...) to downlo-
ad new programs made available
by the LR technical office.
As an alternative to this procedu-

re, you can manually load calibra-
tions and programs.
Open the main hard disk file on
your PC.
Select the following folders in this order:
- Programs
- Landi Renzo
- Landi Renzo Omegas
Load the respective folders:
- Config CNG and Config LPG with the calibra-
tions and installation charts.
- Firmware for specific programs with the exten-
sion “*.plr; *.pln; *.ple”.
Note - the “Acquisition” folder saves the acquisi-

tions made (see F2 Visualisation - Acquisitions).
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Closing the software program.

Do not disconnect the interface cable before the program
closes.
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Wiring diagram - LSI NSI 4 CYLINDERS
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Wiring diagram - LSI NSI 8 CYLINDERS
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Wiring diagram - LSI ONE
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Wiring diagram - LSI PRIME - 4 CYLINDERS
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Wiring diagram - LSI PRIME - 8 CYLINDERS
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SW MANUAL_2168S_gb
*3* 10-2012
via Nobel, 2 | 42025 Corte Tegge | Cavriago (RE) | Italia

Tel. +39 0522 9433 | Fax +39 0522 944044 | www.landi.it | e-mail: info@landi.it

Software Manual Landi Lsi - Nsi For Lsi Prime - Lsi One Ecus

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Software Manual Landi Lsi - Nsi For Lsi Prime - Lsi One Ecus

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SOFTWARE MANUAL

LANDI LSI - NSI

0 2012-10 First issue I.Martinelli

2 LANDI AUTOGAS EQUIPMENT

The LSI ONE version can be installed on 2-3-4 normally

A range of minimum/maximum settings is available for se-

The boxes and drop-down menu open together when you

To activate any changes made to the program, press “En-

3 LANDI AUTOGAS EQUIPMENT

FUNCTIONS NOT DISPLAYED IN THE SOFTWARE

Emergency start function (can be set “in acceleration” or “in deceleration”).

SOFTWARE PROGRAM FAULT CODES

Software initial view

A Drop-down command bar

A Drop-down command bar

Drop-down “File” menu

Drop-down “Connection” menu

Drop-down “Help” menu

C Language selection bar

D Computer/ECU communication status bar Shows whe-

H With the ECU disconnected from the PC, press “Ctrl

B B Fuel type: select LPG/Methane depending on the type

D Injector type: Matrix, Keihin, Landi, OMEGAS- EVO

E Size: must be selected based on the type of injectors/

E nozzle installed on the vehicle (combined function only with

F Displacement: (range 900-8000cc.): enter the cubic

Type of rev signal: Standard/Weak/Custom (only LSI

red is lower than 2 Volt. This parameter avoids the use of

the signal amplifier.

G When you untick the function, a message appears in-

forming you that the “brown” wire must remain disconnec-

With LSI PRIME, this function is only available the Red/Yellow

wire is connected and if the parameters on the vehicle MAP

H N° of cylinders: automatically acquires the type of

I Ignition type: Single coil, dual coil, tachometer, tacho-

J Type of change over:

• When you select “Start on gas”, the “Fuel Change RPM

• Select Monofuel for engines that run exclusively on gas

K Rev threshold for change-over: (range 550-3000

M Start on gas with hot engine (range 50-90°C): select

N Valvetronik: with this parameter enabled, the system

O Start & Stop: with this parameter enabled, the system

Note - for Valvetronic/Start & Stop - is normal for the sy-

Disable switch: this function forces the engine to run

Q Buzzer timing: with this function activated, the buzzer

R Change-over from petrol gas delay with water T:

To change the settings, press the message cells “(sec)”, a

S Delay in petrol-gas passage from with gas temp:

Press the message cells “(sec)”, a modification window will

T Overlapping times (range 0 - 2”);

U Max petrol inj time for gas change-over: (range “2

V V Reset ECU and go to main parameters:

Z Number of injections for cylinder in change-over

A One or more (where applicable) pre-catalyser lambda

B Fuel trim bank 2 (range -20;+20).

If you select “2” lambda probes for a vehicle with 2 such

C The type of lambda probe fitted to a vehicle can be set

D This window serves as a reminder about the “VIOLET”

Note - if you connect the “VIOLET” wire to the probe and do

A Table of reference point emissions, where:

B Lambda probe reference points can be set based on

C Raise rich time: This is a period of additional down

D High emulation level; E Low emulation level: This