M.T.M. s.r.l.

Via La Morra, 1
12062 - Cherasco (Cn) - Italy
Tel. ++39 0172 48681
Fax ++39 0172 488237

- handbook for the installer -

02.2001

TABLE OF CONTENTS

1. PRESENTATION
1.1. GENERAL FEATURES
1.2. GENERAL LAYOUT OF THE EQUIPMENT
1.3. DETAILED DESCRIPTION OF THE SYSTEM COMPONENTS
1.3.1. ECU AND CHANGEOVER SWITCH
1.3.1.1. Changeover function for injection cars
1.3.1.2. Changing over again in out-of-the revs threshold condition
1.3.1.3. Control function of the gas quantity
1.3.1.4. Function of injectors emulation and fuels overlapping
1.3.1.5. Emulating function of the configurable lambda oxygen sensor signal
1.3.1.6. Function of the memory management and of the signal cutting relay contact
1.3.1.7. Level gauge
1.3.1.8. Dialogue with the Diagnostic Box
1.3.1.9. Dialogue with the BRC Portable Computer
1.3.1.10. Double possibility for setting and starting operations
1.3.1.11. Self-configuration of the system to the vehicle signals
1.3.1.12. Self-adapting of the system
1.3.1.13. Check-up of the system
1.3.1.14. Troubleshooting

1.3.2. DIAGNOSTIC-BOX
1.3.3. INTERFACE PROGRAMME ON COMPUTER
1.3.4. HARNESS
1.3.5. GAS FLOW CONTROL ACTUATOR
1.3.6. REDUCER
1.3.7. MIXER
1.4. ADVANTAGES OF THE JUST SYSTEM

2. INSTALLATION OF THE SYSTEM

2.1. PRELIMINARY OPERATIONS
2.2. ECU FIXING
2.3. ECU CONNECTION
2.3.1. 5-POLE DIN CONNECTOR FOR DIAGNOSTIC BOX
2.3.2. CONNECTION TO THE BRC PORTABLE COMPUTER
2.3.3. 24-POLE HARNESS
2.3.3.1. 10-way connector for changeover switch
2.3.3.2. 4-way connector for the STEP control actuator
2.3.3.3. Connection of the gas level sensor
2.3.3.4. Startend Connector
2.3.3.5. Reset Connector
2.3.3.6. A Sheath
2.3.3.7. B Sheath
2.3.3.8. C Sheath
2.3.3.9. D Sheath
2.3.3.10. E Sheath

2.4. ASSEMBLY OF THE CHANGEOVER SWITCH

2.5. ASSEMBLY OF THE GAS LEVEL GAUGE
2.6. ASSEMBLY OF THE GAS FLOW CONTROL ACTUATOR
2.7. ASSEMBLY OF THE MIXER
2.8. ASSEMBLY OF THE REDUCER

3. CONFIGURATION AND SETTING OF THE SYSTEM FROM THE

CHANGEOVER SWITCH
3.1. THE DIAGNOSTIC BOX
3.1.1. VISUALISATION OF THE SIGNALS ON THE LED-BARS
3.1.2. NUMERIC VISUALISATIONS
3.2. PRELIMINARY CONTROLS
3.3. CONFIGURATION AND SETTING DOMAINS
3.3.1. LED READOUT ON THE CHANGEOVER SWITCH
3.4. FIRST ACQUISITION AND AUTOMATIC SELF-CONFIGURATION
3.4.1. ACQUISITION AND SELF-CONFIGURATION OF THE TPS SIGNAL
3.4.2. ACQUISITION AND SELF-CONFIGURATION OF THE R.P.M. SIGNAL
3.4.3. ACQUISITION AND SELF-CONFIGURATION OF THE LAMBDA OXYGEN SENSOR SIGNAL
3.4.4. ACQUISITION OF THE RESET POSITION OF THE STEP ACTUATOR
3.5. ADDITIONAL MANUAL SETTING AND PARAMETERS SETUP
3.5.1. ACTIONS TO BE TAKEN IN THE ADDITIONAL MANUAL SETTING DOMAINS
3.5.2. LOW LEVEL GAUGE THRESHOLD SETTING (EMPTY TANK)
3.5.3. 4/4 THRESHOLD OF THE LEVEL GAUGE (80% FILLING)
3.5.4. CHANGING OVER THRESHOLD
3.5.5. NP - NC1/NC2 RELAY CONFIGURATION
3.5.6. FUELS OVERLAPPING TIME
3.5.7. ANALOGIC - ON/OFF TPS SETTING UP
3.5.8. PARAMETERS SET-UP
3.6. DUTY CYCLE VISUALISATION AND MODIFICATION OF THE
LAMBDA OXYGEN SENSOR EMULATED SIGNAL
3.7. VISUALISATION AND MODIFICATION OF THE STEP RESET POSITION
3.8. SELF-ADAPTING
3.9. SYSTEM DIAGNOSTIC

4.
APPENDICES
"A"APPENDIX - DICTIONARY OF WORDS AND DEFINITIONS
"B"APPENDIX - MAIN TROUBLES, POSSIBLE CAUSES, SOLUTIONS
"C"APPENDIX - REFERENCE CODES

1. PRESENTATION

1.1. GENERAL FEATURES

The Just system, destined to
feed automotive explosion
engines on gas (CNG or LPG), is
the result of a long experience
worked out by BRC Co. in its own
field.
Indeed, this system is due to a
synthesis of the best features of
the lambda gas control systems,
opportunely integrated by innovative functions and definitely in the
lead in the traditional gas equipment field, thanks to the self-configuration and the self-adapting.
The system core consists of a
microcontroller with a very high

performance/price ratio and with

really considerable potentials,
able to manage manifold functions by optimising times, versat i l i t y a n d e ff e c t i v e n e s s o f t h e
ECU interventions.
The long and careful road
setup, with vehicles of several
types and of different characteristics and perfomances, highlighted
the remarkable potential of the
system, as well as the setup ease
and the possibility to optimise the
car working.
The results attained in the
approval emission tests of the
product are evidence of the
exceptional quality of the mixture
control system.
The approval tests from the
point
of
view
of
the
Electromagnetic Compatibility
(EMC), successfully passed by
the system, highlighted its
strength to the electromagnetic
troubles and confirmed the validity of the planning and realisation
strategies.

1.2. GENERAL LAYOUT

OF THE EQUIPMENT
The Just system is applied on
any type of engine converted to
gas with a traditional BRC equipment (LPG or CNG indifferently).
The ECU, with a microcontroller, manages the control of the
whole gas equipment and adjusts
the fuel quantity in feedback
through the STEP actuator in
order to obtain an optimum mixture, both in respect of pollution
and consumptions, and of driveability, aside from the outside
conditions (temperature, etc.)
and the fuel composition.
The system setting and starting, widely based on self-configuration and self-adapting procedures, present two possible
approaches:
- complete configuration and
starting of the system solely
based on the changeover switch
and on the BRC Diagnostic Box;

Fig. 1
General layout of
the equipment
Petrol tank
STEP ACTUATOR
BRC
PRESSURE REDUCER

MIXER
Injectors

LPG Solenoid Valve

Throttle body

STEP control

LPG
Tank

Multivalve

TPS
Lambda
oxygen sensor

Refuelling point

Exhaust gas

Engine

Rear sol.valve
Level gauge

Catalytic converter

Injectors
module

Diagnostic
Box

Lambda oxygen sensor

Vehicle
original
injection ECU

Ignition impulses
JUST
Electronic Control Unit (ECU)

(possible)

BRC
portable
computer

Changeover switch

6
Fig. 2
View of the elements making up
the unit

- possibility of carrying out a

setup through the system managing interface from computer, for a
dialogue in real time with the
ECU, by allowing a careful control of the equipment working, as
well as a comfortable, close and
specific setting.
The fig. 1 represents the total
layout of the equipment, in particular:
- the Just electronic control
unit (ECU);
- the changeover switch with
the level gauge;
- the connection with the BRC
Diagnostic Box;
- the possible connection to
the BRC Portable Computer;
- the STEP gas flow control
actuator;
- the reducer;
- the mixer;
- the lambda oxygen sensor.
Such a layout is only aimed at
giving an overall view of the
equipment.
A lot of details can vary from a
vehicle to another and, for that
reason, please refer to the specific diagrams of each model.
The fig. 2 represents in detail
the main electronic and electric
components of the system, which
comprehends:
- the ECU;
- the changeover switch;
- the STEP gas flow control
actuator;
- the harness.

1.3. DETAILED DESCRIPTION OF THE SYSTEM

COMPONENTS
1.3.1. ECU

AND CHANGEOVER

SWITCH

The Just ECU can be considered the operative unit of the

whole gas equipment.
Through the special harness
requisite to easily reach the car
different parts concerned, and
thanks to the inlet and outlet
stages opportunely dimensioned
not to alter or absolutely damage
the car normal running on petrol
in time, it is able to manage the
whole Just system in the course
of its duty.

tion, setting and diagnostic procedures of the system.

Together with the changeover
switch a sticker is supplied for its
upright positioning (it is sufficient
to remove and replace the
already mounted one).
The changeover switch (fig. 3)
has three positions allowing three
types of working.

1.3.1.1. Changeover function

for injection cars

a) Working on "forced petrol".

With the changeover switch
button pressed leftwards, the
two-coloured rectangular LED
turns red, the injectors are working, the gas solenoid valves are
closed, the gas flow control system is off.
The car regularly runs on
petrol, as if there werent the gas
equipment.

The changeover switch consists the Just system more immediate interface with the user:
through it the ECU supplies the
instructions necessary for the driver.
The Just changeover switch,
even though it follows the same
line of the other BRC products as
for the standard functions, presents manifold additional functions reserved to the self-acquisi-

b ) Wo r k i n g w i t h p e t r o l - g a s
automatic changing over.
With the changeover switch
button in the central position and
the ignition key on, the twocoloured LED is blinking red
(central position without revs);
the car starts on petrol (twocoloured LED is fixed red) and
then it automatically changes
over to gas (two-coloured LED is
fixed green), according to a suit-

able changing over strategy

based on the r.p.m. and on the
TPS signal. The threshold to
enable the changing over is
adjustable via software (Chapters
3 and 4). An orange shade of the
two-coloured LED marks out that
the changing over enabling
threshold has been get over with
the car still running on petrol (in
such conditions, a deceleration
determines the changing over to
gas).
The automatic changing
over to gas is inhibited for a
short interval just after the car
ignition (approx. 5 seconds).
Evidently, while running on
gas, the injectors are disconnected, because the outside cutting
device and the possible emulation of the injectors are enabled,
the gas solenoid valves are open,
the gas flow control actuator is
controlled and possible further
devices, if any, are enabled.
This is the recommended
position for running on gas.
The system automatically
changes over to petrol again in
case of failed starting or accidental stopping (safety car)
and such a condition is pointed
out by a shifting lighting of a
LED at a time from the left side
to the right side and back.
In a similar way, it automatically changes over to petrol
again (two-coloured LED is
f i x e d r e d ) i n c a s e o f r. p . m .
above the threshold with a subsequent automatic changing

Fig. 3
Just Changeover Switch

over to gas when returning to

normal conditions (par. 1.3.1.2).
c) Working on "forced gas".
With the button pressed rightwards and the ignition key on, the
priming is immediately carried out
(timed opening of the gas solenoid valve, to allow the car starting).
The two-coloured LED turns
green (blinking without revs and
fixed in case of priming or engine
running) and the car runs exclusively on gas.
In this case too the system
automatically changes over to
petrol again in case of failed
starting or accidental stopping
(safety car) and of r.p.m. above
the threshold.
This function is to be considered as an emergency solution, to be used solely in case
of failure of the petrol feeding
equipment and with the greatest care to prevent the pump
f r o m r u n n i n g d r y, w i t h t h e
empty tank.
It is consequently advisable
to always keep a petrol quantity
of 1/3 or 1/4 of the tank and to
renew it rather often so that it
doesnt alter.
1.3.1.2. Changing over again in
out-of-the revs threshold condition
In case the engine is in outof-the revs threshold condition,
while running on gas, the system automatically changes
over again to petrol, allowing to
use the revs limiting strategies
implemented in the petrol injection ECU.
When returning to acceptable working conditions, the
ECU automatically enables the
changing over to gas again.
The changing over to gas is
carried out as soon as the suitable conditions take place (see

par. 1.3.1.1).
Both the entry threshold in
out-of-the revs threshold condition and the one returning to
acceptable working conditions
are configurable via software
from the interface programme on
computer.
1.3.1.3. Control function of the
gas quantity
The system acts as a closed
loop, by correcting the air/gas
mixture strength in real time
according to the information coming from the lambda oxygen sensor. As everybody knows, this
one produces a voltage signal
depending on the oxygen present
in the exhaust gas and therefore
supplies an indirect measure of
the mixture strength (lean, stoichiometric, rich), allowing the
ECU to act on the gas flow control actuator, through a suitable
power stage.
The correction of the mixture
strength in real time is carried
out both according to the information coming from the lambda
oxygen sensor, and through the
analysis of the different driving
conditions of the car (maps
based on the engine load).
The Just electronic card has
been exclusively conceived for
managing the BRC STEP
patented actuator involved in
the system itself and is not
compatible with different actuators.
1.3.1.4. Function of injectors
emulation and fuels overlapping
The Just ECU doesnt have
either the injectors cutting function inside it or the injectors emulator.
It is therefore necessary to
install an outside module (emulator, disconnector, etc.), available

in different versions according to

the injection type and the car
specific requirements.
By connecting the outside
emulator power-supply to the
White/Green wire of the Just ECU
(par. 2.3.3.4), the fuels overlapping function is obtained.
The fuels overlapping time is
programmable via software
(Chapters 3 and 4).
1.3.1.5. Emulating function of
the configurable lambda oxygen sensor signal
The Just ECU incorporates a
configurable lambda oxygen sensor signal emulator which can
perform functions of both fixed
emulation and emulation at variable richness.
The choice is associated to
the setting-up of the NP
N C 1 / N C 2 r e l a y c o n t a c t ( p a r.
1.3.1.6), that is to say the emulation at a variable richness is
associated to the NP settingup, whereas the fixed emulation is associated to the
NC1/NC2 setting-up.
In case of emulation of the
lambda oxygen sensor signal at a
variable richness, it is possible to
programme the duty cycle of the
lambda signal emulated with a
1% resolution (Chapters 3 and
4).
1.3.1.6. Function of the memory
management and of the signal
cutting relay contact
The White and White/Orange
wires can have a double function,
configurable
via
software
(Chapters 3 and 4):
- memory resetting function of
the petrol injection ECU (NP);
- relay contact function for cutting signal (NC1/NC2).
The NP function of the White
and White/Orange wires is usually used only on cars where it is

necessary to reset the memory of

the petrol injection ECU.
For using the NC1/NC2 function (corresponding to the relay
contact for cutting signal), please
refer to the specific diagrams of
each car.
1.3.1.7. Level gauge
Inside the change over switch
there is a level gauge consisting
of a LED bar with four GREEN
LEDs. The low fuel warning is
obtained through the first LED
blinking.
Its working can be obtained by
connecting to the ECU one of the
available BRC level sensors, both
of the Hall effect type and of the
resistive type (see the Chapter 2
for installation and the C
Appendix for the reference
codes).
The level gauge is preset, but
the indication can be improved or
corrected via software (Chapters
3 and 4).
1.3.1.8. Dialogue with the
Diagnostic Box
The Just ECU provides for the
possibility of connection with the
Diagnostic Box for visualising the
main control signals.
The r.p.m., the lambda oxygen
sensor signal and the STEP actuator position are actually visualised on the three LED bars of
the device (par. 1.3.2).
1.3.1.9. Dialogue with the BRC
Portable Computer
The Just ECU (through a special adapter) can also be connected to the BRC Portable
Computer. A valid and powerful
interface programme allows to
communicate with the ECU and
to have access to its memories
and to its central processing unit
in real time (par. 1.3.3).

1.3.1.10. Double possibility for

setting and starting operations
In the Just system two possible approaches have been contemplated for setting and starting,
to meet all the installers requirements.
It is actually possible to go
from an essential setting-up
(Chapter 3), only based on the
changeover switch and on the
Diagnostic Box (which minimises
times and adjustments) to a targeted and personalised settingup (Chapter 4), based on the
interface programme on computer (which allows the skilled
installer to personalise the system working to adjust it to the
most varied requirements).
1.3.1.11. Self-configuration of
the system to the vehicle signals
The Just system is able to
self-configurate to the different
types of vehicle signals (automatic acquisition of any type of
TPS signal, of revs signal and
of lambda oxygen sensor signal). This makes the ECU setting
considerably easier, by eliminating the installers error possibility
(Chapter 3).
1.3.1.12. Self-adapting of the
system
Self-adapting strategies
have been implemented in the
Just system according to the
changes of the car working
conditions and characteristics,
in order to assure the constant
and permanent optimisation of
the control potential (par. 3.8).
1.3.1.13. Check-up of the system
Each time the board cuts out,
the ECU carries out a check-up

of all its parameters and of the

"state" of all the components
belonging to the Just system.
Such a condition is pointed
out by the changeover switch
through a shifting lighting of
couples of LEDs from the centre outwards and back.
(NOTE: it is anyway possible
to break off the check-up for a
subsequent starting in case of
need).
1.3.1.14. Troubleshooting
The Just system is able to
carry out a diagnostic of its working in real time.
Possible errors or troubles are
stored by the ECU and pointed
out through a special encoding
on the changeover switch LEDs
as soon as they occur.
They are also stored and
made accessible in the interface
programme on computer.
The clearance of the errors
stored takes place automatically when the car stops: if their
cause is removed, they wont
occur at the subsequent starting, otherwise they will reappear.

1.3.2. DIAGNOSTIC-BOX
The Just ECU contemplates
the possibility of connection with
the Diagnostic Box for visualising
the main control signals.
The r.p.m., the lambda oxygen

Fig. 4
STEP Actuator

sensor signal and the STEP actuator position are actually visualised on the three LED bars.
The Diagnostic Box is therefore a very useful instrument
(indispensable if the interface
programme on computer is not
used) for the system configuration and setting, as well as for the
starting and any future controls
and adjustments of the parameters.
The combined use of the
Diagnostic
Box
and
the
changeover switch, particularly
allows the access to very useful
setting domains such as the visualisation of the STEP actuator
reset position and the duty-cycle
visualisation and setting out of
the lambda signal emulated (see
Chapter 3 for the detailed
description).

1.3.3. INTERFACE

installations.
The Chapter 4 of this handbook is completely dedicated to
the interface programme on computer.

1.3.4. HARNESS
The Just ECU connection to
the system different elements can
be performed with two harness
types (see C Appendix for the
attendant codes). The main connector of the Automotive 24-way
type gathers all the secondary
pre-wired connectors and the different wires, to which the same
colours used for the BRC
Lambda Gas systems have been
maintained.
The different wires are moreover divided into sheaths in order
to make the installation easier
and to improve the appearance.

PROGRAMME

ON COMPUTER

1.3.5. GAS

FLOW CONTROL

ACTUATOR

The possibility to connect the

Just ECU to the BRC Portable
Computer (through a special
adapter) has been contemplated
for a more and more practical
and precise setting procedure.
A valid and powerful interface
programme allows to communicate with the ECU and to have
access to its memories and its
central processing unit in real
time.
The interface on computer is
therefore the instrument through
which the installer interacts with
the whole Just system and will be
able to model the gas equipment to adjust it to the car characteristics according to the different driving conditions.
The orderly collection of the
files of the different installations
performed will be real historical
archives, very useful both to keep
the equipment evolution under
control in time, and to be a starting point for new similar or critical

The control of the fuel quantity

sent to the engine is carried out
by the STEP actuator: it is a step
by step engine of common use in
the automotive field, to which a
cylindrical shutter is applied. The
stroke of this shutter provokes a
variation of the gas passage port
in the pipe (fig. 4).
The adjusting system is managed in every instant and in real
time by the ECU which controls
its work done, by valuing both the
lambda oxygen sensor response
and the car working conditions
according to special preset maps,
in case self-adapted, which can
anyway be handled via software
(reset position with the cold oxygen sensor, stoichiometric parameters, cut-off working, at idle
speed, at normal speed, at full
load, management of accelerations and decelerations and
engine load).
The extreme decision-making

10

quickness of the digital system

and its flexibility assure an easy
and effective setting for the constant maintenance of the correct
stoichiometric ratio on every car
and engine model. The actuator
is designed for running extremely
well both on CNG and on LPG.

1.3.6. REDUCER
The Just device is suitable
both for LPG and for CNG.
In any case, the LPG reducer-vaporiser or the CNG pressure reducer ought to be of
BRC manufacture, according to
the regulations in force which
prohibit combinations different
from those used during the
approval tests.

1.3.7. MIXER
The above applies to the
mixer too: the mixers admitted
are only those marked BRC.
NOTE: the use of the Just system, through the information
passed on by the Diagnostic Box
or rather, by the interface programme on computer, allows the
more experienced installer to
value possible failures of the
feeding mechanical system and
its best location and setting
a c c o r d i n g t o t h e d i ff e r e n t c a r
models.

1.4. ADVANTAGES OF
THE JUST SYSTEM
Yo u r a t t e n t i o n h a s b e e n
already drawn several times to
the high potential of the microcontroller system and of its setting
and starting modes.
This paragraph resumes and
sums up some of the most important goals we aimed at during the
planning, the development and
the realisation of the Just system.
1) The system is the result of

several years of experience and

is due to a synthesis of the best
features of the lambda gas control
systems, opportunely integrated
by innovative functions and definitely in the lead.
2) The results attained by the
system in the approval emission
tests of the product are evidence
of the exceptional quality of the
mixture control strategies: only a
modern, valid and adaptable system can attain such goals.
3) The approval tests from the
point
of
view
of
the
Electromagnetic Compatibility
(EMC), successfully passed by
the system, highlighted its
strength to the electromagnetic
troubles and confirmed the validity of the planning and realisation
strategies.
4) The ECU, with a microcontroller, manages the control of the
whole gas equipment and adjusts
the fuel quantity in feedback
through the STEP actuator in
order to obtain an optimum mixture, both in respect of pollution
and consumptions, and of driveability, aside from the outside
conditions (temperature, etc.) and
the fuel composition.
The adjusting system is actually managed in every instant and
in real time by the microcontroller
which controls its work done, by
valuing both the lambda oxygen
sensor response and the car
working conditions according to
special preset maps, in case selfadapted, which can anyway be
handled via software.
5)The Just system is able to
self-configurate to the different
types of vehicle signals (automatic acquisition of any type of TPS
signal, of revs signal and of lambda oxygen sensor signal). This
makes the ECU setting considerably easier, by eliminating the
installers error possibility.
6) Self-adapting strategies
have been implemented in the

Just system according to the

changes of the car working conditions and characteristics, in order
to assure the constant and permanent optimisation of the control
potential.
7) The two possible approaches for the setting and starting
operations have been studied to
meet all the installers requirements. It is actually possible to go
from an essential setting-up, only
based on the changeover switch
and on the Diagnostic Box (which
minimises times and adjustments)
to a targeted and personalised
setting-up, based on the interface
programme on computer (which
allows the skilled installer to personalise the system working to
adjust it to the most varied
requirements).
8) The interface on computer,
besides being the instrument
through which the demanding
installer interacts with the whole
system and is able to model the
gas equipment to adjust it to the
car characteristics according to
the different driving conditions,
also allows an orderly collection
of the files to the different installations performed, creating real historical archives, very useful both
to keep the equipment evolution
under control in time, and to be a
starting point for new similar or
critical installations.
9) The ECU inlet and outlet
stages are dimensioned so that,
by carefully following the circuit
diagrams supplied by the BRC
servicing and by carrying out
workmanlike settings, the car
original petrol system can be
d a m a g e d i n n o w a y. a n d t h e
diagnostic and control systems
are kept unchanged while driving.
10) The system good working
is constantly checked by the diagnostic and check-up strategies
adopted and any possible anomalies are promptly reported and
stored.

11

2. INSTALLATION
OF THE SYSTEM

2.1. PRELIMINARY OPERATIONS

Before physically installing the
different components of the Just
system, as before any new installation, its a good rule to check
the car running on petrol.
In particular, it is necessary to
carefully check the status of the
ignition electric equipment, the
air filter, the catalyst; to check
through a multimeter or through
the instruments BRC created
expressly for installers (Jolly,
Diagnostic Box, ) the correct
behaviour of the different signals
concerning the system: positive
after contact, r.p.m., lambda oxyg e n s e n s o r, T P S , p e t r o l E C U
storage power supply, injectors
positive. It is also important to
check that the earth power of the
different signals is stable and
coincides (the acceptable gap
can be of some 10 mV) with the
one of the place where to connect the Just ECU earth.
Another very important warning is to carefully follow the
instructions enclosed to the BRC
products and the circuit diagrams
suggested by the Servicing,
obviously after having checked
the car model to be converted,
the production year, the engine
number, the injection and ignition
types and therefore the equipment feasibility.
These are simple actions taking a few minutes which could
avoid future inconveniences and
complaints with a consequent
waste of time.

2.2. ECU FIXING

The Just ECU is proposed
with a case (though already widely used and checked with the
BRC Blitz ECU), consisting of a
plastic body and an aluminium
front which is robust, pretty
small and watertight, therefore
suitable to be installed directly
inside the engine compartment.
The new 24-way connector of
the automotive type also assures
a perfect tightness and a practical coupling system.
For a correct installation, it is
anyway necessary to carefully
follow the directions here-below:
- try not to fix the ECU in sight
of the exhaust manifold: the
radiative heat propagating could
damage it even at a considerable
distance; it is therefore sufficient
to have some walls interposed
between the exhaust manifold
and the ECU, avoiding like that
the direct radiation;
- it is anyway always necessary to install the ECU in an area
of the engine compartment which
is as much protected from water
as possible; in particular, it is
essential to fix it in such a way as
to have the harness with the

sheaths turned downwards and to

prevent the possible moisture
from filtering inside the connector, by dripping on the sheaths
(fig. 5).
- try not to place the ECU near
the spark plug cables or near the
coil high voltage cable.
The solution to fix the ECU,
where it is possible, inside the
driver and passenger compartment, is anyway always allowed;
in this case it is necessary to
avoid little ventilated areas, e.g.
between felts, filled carpets, etc.
...
Use the special body tongue
for fixing and prevent other systems from deforming the case;
finally check there are no vibrations.

2.3. ECU CONNECTION

The Just ECU connection to
the different system elements
ought to be carried out through
one of the two types of 24-pole
harness supplied by BRC (see
C Appendix for the attendant
codes).
The ECU also has a DIN 5pole connector for the connection

Fig. 5
Installation of the
Just ECU: correct
positioning

12

to the Diagnostic Box.

The possible connection to the
BRC Portable Computer for using
the specific interface programme,
can be carried out with a special
adapter (see C Appendix for the
attendant codes), which has to be
connected to a connector inside
the ECU body (par. 2.3.2).
All the connections of the
harness wires which are unprovided with connector ought to
be carried out through well
done and suitably insulated
soft solderings. Do not twist
the wires simply or use scarcely reliable terminals.
The following instructions
have general validity and are
indispensable for understanding
the system. Please refer to the
specific diagrams for the application to each car model. The 24pole harness wires maintain the
same colours used in the other
BRC systems; the wires are
moreover divided into several
sheaths in order to make the
installation as easy as possible.

2.3.1. 5-POLE

Portable Computer is contemplated for a more practical and close

setting procedure.
A valid and powerful interface
programme allows to communicate with the ECU and to have
access to its memories and to its
central processing unit in real
time.
The connection is carried out
on the computer serial door, even
through the same interface cable

already used with the BRC Flying

Injection system.
An adapter is actually available and it can be connected to
such a cable on one end and to a
special 4-way connector placed
on the Just ECU card on the
other (see C Appendix for the
attendant codes). In order to
carry out this connection it is necessary to open the ECU body
(fig. 8).

Fig. 6
Just ECU
(connectors side
view)

DIN 5-pole tap

24-pole harness
male connector

Fig. 7
DIN 5-pole connector for Diagnostic
Box

DIN CONNECTOR

FOR DIAGNOSTIC BOX

As previously said, the Just

ECU contemplates the possibility
of connection with the Diagnostic
Box for visualising the main control signals. The r.p.m., the lambda oxygen sensor signal and the
STEP actuator position are actually visualised on the three LED
bars. The 5-pole DIN connector
(fig. 7) just allows the ECU connection to the Diagnostic Box.

Fig. 8
Just ECU
connection to the
BRC Portable
Computer

adapter

2.3.2. CONNECTION TO THE

BRC PORTABLE COMPUTER
PC-Fly Gas connecting cable

As already hinted in the

Chapter 1, the possibility to connect the Just ECU to the BRC

BRC Portable
Computer

13

2.3.3. 24-POLE

Fig. 9
Cable for the
changeover switch
connection

HARNESS

The two types of 24-pole harness (see C Appendix for the

attendant codes) have on one
end a main 24-way connector
which gather all the secondary
c o n n e c t o r s a n d t h e d i ff e r e n t
wires, whose description you will
find in the following paragraphs.
2.3.3.1. 10-way connector for
the changeover switch
The 9-pole multipolar cable
inside the harness, ended on a
10-way connector, is used for the
changeover switch connection
(fig. 9). It connects the ECU to
the changeover switch placed in
the driver and passenger compartment; in order to make its
passage through the wall openings easier, the connector 90
bending on one side is recommended to make it parallel with
the wires.
The boxed changeover switch
is the one already used in the
other BRC systems (see C
Appendix for the attendant
codes).

Fig. 10
Cable for the Step
actuator connection

Fig. 11
Level gauge of the
resistive type

Resistive sensor

2.3.3.2. 4-way connector for the

STEP control actuator
The 4-pole multipolar cable
ended on the 4-way connector
(fig. 10) connects the ECU to the
step by step engine which is
aimed at controlling the gas flow
(par. 1.3.5 ).
2.3.3.3. Connection of the gas
level sensor
The connecting cable for the
sensors of the resistive type
belongs to the 24-pole harness
and is White/Black, ended with a
female faston provided with a
f a s t o n c o v e r. T h e c o n n e c t i o n
between the ECU and the sensor
can be carried out through the

White/Black

Fig. 11.A
Gas level gauge of
the Hall effect type
Hall effect sensor

Shielded cable

14

special extension cable contained

in the packages of sensors (fig.
11).
For the connection of the level
gauge of the Hall effect type,
there is a type of Just ECU (see
C Appendix for the attendant
codes) provided with a special little cable coming out from the
front with the white 3-way connector (fig. 11.A).
For the connections, refer in
any case to the instructions
enclosed to the sensors.
2.3.3.4. Startend Connector
It is present on all the versions
of the 24-pole harness of the Just
system and consists of 3
White/Green, Black, Red wires,
ended on a male faston with its
cover. These connections ought
to be used for linking any devices
of the Modular family, employed
for cutting and/or injectors emulation functions (fig. 12).
The devices of the Modular
family can be fixed through the
special dovetail on the ECU
body.
Do not feed any emulators
with the Green wire feeding the
gas solenoid valves, since that
way it shouldnt be possible to
use the fuel overlapping function precisely managed by the
Just
ECU
through
the
White/Green wire.

The fuse on the Red wire

ought to be always correctly
inserted as it has the whole
equipment protecting function.
The fuses for the other two
couples of cables are housed
inside the reset connector and
ought to be inserted in case of
serious failure of the gas equipment.
By inserting the fuses and
positioning the changeover
switch on the forced petrol position, the car regularly runs on
petrol even if the Just ECU is
removed.
The installer ought to give the
suitable directions to the car
owner on the use of this function.

Fig. 12
Startend connector
and fixing of the
Modular devices

Black
White/Green
Red

2.3.3.5. Reset connector

It is present on a version of
the 24-pole harness (see C
Appendix for the attendant
codes) and consists of a 4-way
fuse-holder box (fig. 13) which
gathers the following couples of
cables:
- Yellow + Light blue
= (lambda oxygen sensor),
- White + White/Orange
= (memories),
- Red + Red

Fig. 13
Reset
connector

15

2.3.3.6. A Sheath
Colour
Black
Red
Green

type (*)
in
in
out

description
engine earth
battery positive(**)
LPG solenoid valve
solenoid valve on LPG or CNG reducers
any safety solenoid valve on LPG tank
(any) other devices

It is important that the BLACK

wire is connected to the engine
earth, not to the battery negative
or to other bodywork parts.
Since from a point to another of the
car earth the potential can change
by some tenths of volt, by getting
the negative in unfavourable points,
you risk interpreting the lambda
oxygen sensor signal wrongly.
(*) The type shows whether
the attendant signal is an inlet (in)
or an outlet (out).
(**) The RED wire ought to be
protected by a 7,5 A fuse, should
a harness unprovided with a
reset connector be used.
The loads on the GREEN wire
are to be connected in parallel each
other.

Fig. 14
A Sheath
Red
+12V
Battery

Black

Engine earth

Green

Tank S.V.
Reducer S.V.

LPG S.V.

2.3.3.7. B Sheath
Colour
Brown
Grey

type
in
in

description
positive after contact
engine ignition impulses

The connection of the BROWN

wire absorbs very little current, so
that any positive after contact can
be chosen. What is important is
to check that it is not a point of
the electric equipment subject
to strong losses of voltage. For
instance, on some cars it is necessary not to use the ignition coil
positive or the injectors positive
because they are preceded by
resistances lowering the potential
by some volt.
The GREY wire ought to be
connected to a frequence impulsive signal proportional to the
r.p.m. It can be:
- a square wave signal findable
on the injection ECU or on the
ignition one, provided that its
amplitude is sufficient. The suit-

Fig. 15
B Sheath

Engine ignition impulses

Positive after contact

Grey
Brown

able wires could be: the wire going

to the revolution counter or the
wire connecting the above ECUs
with the ignition power module;
- a signal coming from the
"ignition coil negative".
When it is possible, we
advise to always give prefer-

ence to the square wave signals, by choosing the connection to the ignition coil negative only as extreme possibility.
Do not twist the grey wire as
an antenna on the high voltage
cables.

16

2.3.3.8. C Sheath
description
lambda oxygen sensor signal
emulated lambda signal

The lambda oxygen sensor

usually supplies a signal oscillati n g f r o m 0 a n d 1 V; o n s o m e
types of cars it is possible to find
oxygen sensors with signals
oscillating between 0,7 and 1,5 V
or between 0 and 5 V; the Just
ECU, with the self-acquisition
procedure, is able to adjust to all
these lambda signal amplitudes
as well as to lambda oxygen sensors with absorption or resistive
pull-up.
The connection of the YELLOW and LIGHT BLUE wires can
be carried out directly on the
injection ECU, or on the oxygen
sensor connector; in any case it
is necessary to carefully follow
the detailed diagrams of each
car.
If it is necessary to emulate
the lambda oxygen sensor signal,
the wiring diagram is the one of
fig. 16.A. If not, please refer to
the fig. 16.B.
Important: do not short-circuit the oxygen sensor wire
either towards the earth, or
towards the positive.
Do not apply any load.

Fig. 16
C Sheath

Lambda Signal Emulated

Lambda Signal

Oxygen sensor signal

type
in
out

Light blue
Yellow

Fig. 16.A
Read of the
Lambda oxygen
sensor signal with
emulation

Injection ECU

Light blue

Yellow

Lambda oxygen sensor

Oxygen sensor signal

Colour
Yellow
Light blue

Fig. 16.B
Read of the
Lambda oxygen
sensor signal
without emulation

Injection ECU

Do not connect

Light blue
Yellow

When in doubt, the wire of the

lambda oxygen sensor signal can
be easily located through the
"Jolly" code 06LB00001086.

Lambda oxygen sensor

17

2.3.3.9. D Sheath
Colour
White
White/Orange

type
in
out

description
ECU memories wire (battery side)
ECU memories wire (ECU side)

The WHITE and WHITE/

ORANGE wires can have a double function, configurable via
software (see Chapters 3 and 4):
- Resetting function of the
petrol injection ECU memory
(NP);
- NC relay contact function for
(NC1/NC2) signal cutting.

ECU memories wire

(ECU side)/
NC1 relay contact

White/Orange

ECU memories wire

(battery side)/
NC2 relay contact

White

Fig. 17.A
Memories management (NP function)

Memories wire

The NP function of the White

and White/Orange wires is usually only used on cars where it is
necessary to reset the petrol
injection ECU memory. Such a
memory is normally maintained
through a wire connecting directly
the injection ECU with the battery
(see BRC specific diagrams).
This wire is generally recognisable because its voltage is
always 12V, with the ignition key
off, with the ignition key on and
with the engine running (fig.
17.A).
Thanks to these connections,
it is possible to interrupt it in time,
by also preserving determined
functions as the self-cleaning of
the hot wire, taking place some
seconds after the engine stopping.
For using the NC1/NC2 function (corresponding to the signal
cutting relay contact), please
refer to the specific diagrams of
each car (fig. 17.B).
Be careful with the connection polarity: in any case the
White/Orange wire ought
always to be connected to the
one coming from the petrol
injection ECU side.

Fig. 17
D Sheath

Injection ECU

White/Orange
White

+
+ 12V
Battery

Fig. 17.B
Relay for cutting
warning light signal
(NC1/NC2 function)
Injection ECU

White/Orange
White

Check light

18

2.3.3.10. E Sheath
Colour
White/Violet

type
in

description
TPS (potentiometer integral with the throttle body)

The WHITE/VIOLET is to be
connected to the potentiometer
proportional to the throttle body
position (TPS signal).
The TPS signal can be direct
(voltage signal increasing while
the throttle opening increases), or
inverted (voltage signal decreasing while the throttle opening
increases). It can moreover be of
the analogic type (continuously
varying while the throttle position
varies) or of the ON/OFF type
(only assuming a minimum and a
maximum value).
The Just ECU is able to recognise automatically (during the
self-configuration procedure)
whether the signal is direct or
inverted. It is nevertheless necessary to set the TPS signal
type (analogic or ON/OFF) via
software (Chapters 3 and 4),
knowing that the default configuration considers a signal of
the analogic type.

2.4. ASSEMBLY OF THE

CHANGEOVER SWITCH
Choose a well accessible and
visible position for the driver and
fix the device through the screws
supplied. By replacing the sticker
with the spare one, the
changeover switch can also be
assembled upright. By eliminating
the outside body, the changeover
switch can be directly boxed in
the car dashboard by using the
special drilling tool code
90AV99000043.
Special boxed changeover
switches are specifically available
for each car, to be positioned
instead of the original switch covering plates. Please refer to the
electric diagrams and to the price
list for the available models.

Fig. 18
E Sheath

Throttle valve
potentiometer signal

White/Violet

2.5. ASSEMBLY OF THE

GAS LEVEL GAUGE

2.7. ASSEMBLY OF THE

MIXER

Follow the instructions enclosed

to the chosen transducer; regarding
the adjustment, also see the par.
3.5.

Follow the instructions supplied

for each car and always use solely BRC reducers.

2.6. ASSEMBLY OF THE

GAS FLOW CONTROL
ACTUATOR
The STEP actuator ought to be
assembled in any point of the gas
pipe between reducer and mixer.
We anyway advise to assemble it
as near the mixer as possible . It
also ought to be mounted as
upright as possible, with the
connector turned upwards (fig.
19). Check there are no excessive vibrations and that the
engine weight doesnt rest
excessively on the pipe.

2.8. ASSEMBLY OF THE

REDUCER
Follow the usual assembly
rules, by fixing the reducer rigidly to
the bodywork and orienting it so
that the diaphragms are parallel to
the car longitudinal axle. Check that
no engine part hits the reducer, neither when this one idles, or when it
is under stress. Always try to place
the reducer and the mixer in such a
way as to reduce the gas pipe
length as much as possible.

Fig. 19
Positioning recommended for the
Step actuator.

YES

NO

NO

19

3. CONFIGURATION
AND SETTING OF
THE SYSTEM TO
CHANGEOVER

In the Chapter 1 we told that

the Just system setting and starting present two possible
approaches:
- system configuration and
starting only based on the
changeover switch and on the
BRC Diagnostic Box;
- possibility to set up through
an interface programme on computer, in order to communicate in
real time with the ECU, allowing a
careful control of the installation
working as well as a close and
specific setting.
In this Chapter the first possibility will be described in detail.
With the only use of the
changeover switch (which presents manifold functions dedicated to the installation setting and
starting in the Just system,
besides the classical changing
over and fuel level gauging functions) and of the Diagnostic Box it
is actually possible to configurate
and start the whole system,
thanks to special self-configurating and self-adapting strategies
managed by the microcontroller.

3.1. THE DIAGNOSTIC BOX

The Just ECU contemplates
the possibility of connection with
the Diagnostic Box for visualising
the main control signals.
The Diagnostic Box is therefore a very useful instrument
(indispensable if the interface programme on computer is not used)
for the system configuration and
setting, as well as for the starting

and possible future controls and

parameters adjustment.
The combined use of the
Diagnostic Box and of the
changeover switch also allows to
accede to particular setting
domains such as the visualisation
and setting of the emulated lambda signal duty cycle (par. 3.6)
and of the reset position of the
STEP actuator (par. 3.7).

3.1.1. VISUALISATION

OF THE

SIGNALS ON THE LED-BARS

a r.p.m.
The above green LED-BAR
represents the r.p.m.
When the r.p.m. signal acquisition and self-configuration phase
is over (par. 3.4.2), the LED-BAR
read joins the car revolution
counter read. The speed indication supplied by the Diagnostic
Box is therefore to be considered
approximate.
b Lambda oxygen sensor
signal
The second LED-BAR represents the lambda oxygen sensor
signal.
The voltage supplied by the
lambda oxygen sensor generally
varies from zero to almost 1 volt,
every LED of this bar therefore
corresponds to approx. 0.1 volt. It
is possible to reckon that the ideal
mixture corresponds to 0.4 0.5
volt, thats why around these values some green LEDs have been
inserted, being easy to be determined, even while driving on
road. The mixture anyway
remains excellent in the whole
green field and good in the field
marked by the yellow LEDs.
Higher voltages turn the red
LEDs on. These LEDs indicate a
rich mixture, whereas voltages
nearly zero volt can even turn all
the LEDs off.
In case of lambda oxygen sensors with a voltage varying from

0.7 to 1.5 volt or from 0 to 5 volt,

the resolution of the representation is obviously lower (approx.
0.5 volt per LED in case of 0 5
volt oxygen sensors).
c Position of the gas flow
STEP actuator
The third (red) LED-BAR
shows the working position of the
gas flow STEP actuator, consisting of a step by step engine
which, partially obstructing the
pipe for the gas passage to the
mixer, allows to adjust the mixture.
The STEP position ranges
from 0 (all closed) to 255 steps
(all open) and the representation given is not of the absolute
type, but of the relative one,
according to the reset position.
On the LED-BAR, to have a
higher resolution, a 20-step
working window is visualised. It
is centred around the STEP
actuator current reset position.
The reset position is always
represented with 5 LEDs on
and every more or less LED on
corresponds to 2 steps.
Consequently, for example, an
only LED on shows that the STEP
is 7 8 steps below the current
reset, whereas 9 LEDs on show
that the STEP is 8 9 steps
above the current reset.
Obviously, if the LED-BAR is
completely on, the actuator is in a
position over 10 steps above the
current reset (considerable opening condition of the STEP due, for
instance, to the typically lean airgas mixture strength, to an opening transient condition (pumping),
or to a working condition at full
load).
Otherwise, if the LED-BAR is
completely off, the actuator is in a
position ranging over 10 steps
below the current reset (considerable closing condition of the
STEP due, for instance, to the
typically rich air-gas mixture

20

strength, to a closing transient

condition, or to a cut-off working
condition).

3.1.2. NUMERIC VISUALISATIONS

Besides the visualisation of the
system main signals (with the
LEDs turning on proportional to
the amplitude of the same signals)
and of the STEP position relating
to the current reset, the three
LED-BARS of the Diagnostic Box
are also used, all together, to
obtain a precise representation of
particular absolute numeric values.
In these terms, both the exact
numeric value of the emulated
lambda signal duty-cycle (par. 3.6)
and the one of the STEP current
reset position (par. 3.7) can be
visualised on the Diagnostic Box .
The encoding adopted for this
purpose is the following:
- the first LED-BAR shows
the hundreds, namely the number of LEDs on starting from the
left side shows the hundreds;
- the second LED-BAR
shows the decimals, namely the
number of the LED on starting
from the left side shows the
decimals;
- the third LED-BAR shows
the units, namely the number of
LEDs on starting from the left
side shows the units.
The figure 20 depicts in outline,
by way of example, a reset
numeric value = 125.

always to be a careful control of

the installation of the mechanical parts (tank, reducer, mixer,
Step actuator, connecting pipes,
etc.) with the empty tank. The
following step is to introduce no
more than 4 5 litres of gas in
the tank, which can be used
both to check whether there are
any leakages and to carry out
the first acquisition and selfconfiguration procedure (par.
3.4), whose last phase (STEP
actuator reset acquisition) is performed while the vehicle is running
on gas.

3.3. CONFIGURATION AND

SETTING DOMAINS
The Just ECU with a microcontroller has been conceived in such
a way as to minimise the adjustments necessary to start the
installation.
The system set-up is substantially based on three different
phases:
- first acquisition and self-con-

figuration of the different signals

used by the ECU (TPS, revolution
signals, lambda signal) and acquisition of the STEP actuator reset
position;
- additional manual setting with
the possibility to check and possibly correct the acquired values
and/or the default values;
- self-adapting of the system
while the car working conditions
and characteristics are changing,
to assure the constant and continuous optimisation of the control
strategies.
In particular, the configuration
and setting domains of the Just
ECU (the next paragraphs are
dedicated to) are the following:
- First acquisition and automatic self-configuration;
- Additional manual setting and
parameters set-up;
- Visualisation and modification
of the emulated lambda signal
duty cycle;
- Visualisation and modification
of the STEP actuator reset position;
- System diagnostic.
Fig. 20
Numeric value on
the Diagnostic Box
= 125
DIAGNOSTIC
BOX

1
2
5

LED-BARS

3.2. PRELIMINARY CONTROLS

After the installation phase
according to the Chapter 2, in
order to start and adjust the car
running on gas, it is necessary to
configurate and set the system.
The first, indispensable step
to avoid serious failures and
dangerous situations, ought

Fig. 21
Changeover switch:
identification of the
LEDs

GREEN LEDs

TWO-COLOURED LED

21

3.3.1. LED

READOUT ON THE

CHANGEOVER SWITCH

During the setting the TWOCOLOURED LED assumes different colours (Green, Red, Yellow)
and different working conditions
(on, off, blinking). The GREEN
LEDs are also used in different
working conditions to allow a special encoding of the several setting
phases. In this paragraph, and
more specifically in the fig. 21 and
22, we intend to help the installer
with the interpretation of the messages coming from the changeover
switch.
The fig. 21 depicts the
changeover switch. The GREEN
LEDs can only assume a Green
colour with a fixed or blinking turning on, whereas the TWOCOLOURED LED can each time
appear Green, Yellow, Red, fixed or
blinking.
The fig. 22 contains the caption
for reading the messages supplied
by the changeover switch.

3.4. FIRST ACQUISITION

AND AUTOMATIC SELFCONFIGURATION
At the first ignition, when the
setting operations have not been
carried out yet, if the changeover
switch is in the central position,
the GREEN LEDs blink two at a
time alternatively and the TWOCOLOURED LED is off (fig. 23).
In such conditions the vehicle is
only able to run on petrol.
Before using the gas ECU, it
is necessary to carry out the first
acquisition and self-configuration procedure. With the
changeover switch in the petrol
position, the GREEN LEDs are
off and the TWO-COLOURED
LED is fixed red. In such conditions the vehicle normally runs
on petrol and the only visible
signal on the Diagnostic Box is

GREEN LED Off

TWO-COLOURED LED Off

GREEN LED Blinking

TWO-COLOURED LED Blinking Yellow

GREEN LED Fixed

TWO-COLOURED LED Blinking Green

TWO-COLOURED LED Blinking Red

TWO-COLOURED LED Fixed Green

TWO-COLOURED LED Fixed Red

Red/Green TWO-COLOURED LED

Alternating

TWO-COLOURED LED Fixed Yellow

Red/Green/Yellow TWO-COLOURED
LED Alternating

Fig. 22
Caption for the interpretation of the changeover switch leds
Fig. 23
Beginning of the
first acquisition and
self-configuration
procedure

G G

the lambda oxygen sensor one.

Before starting the procedure,
we strongly recommend to put
the changeover switch in the
petrol position, to start the vehicle and to warm the engine up
well. With the engine warmed up
it will be sufficient to put the
changeover switch in the central
position to start the self-configuration procedure.
The vehicle will keep on running only on petrol.
The first acquisition and selfconfiguration procedure consists of
four phases:
1) TPS signal acquisition and
self-configuration (par. 3.4.1).
2) R.p.m. signal acquisition
and self-configuration (par.
3.4.2).
3) Lambda oxygen sensor signal acquisition and self-configuration (par. 3.4.3).
4) Step actuator reset position
acquisition (par. 3.4.4).
During the early three phases
the vehicle only runs on petrol.
At the beginning of the fourth
phase the system automatically
changes over to gas and again to
petrol when the phase is completed.

G G

The Step actuator reset position is therefore carried out while

running on gas.
To make its execution easier, the
operator is informed on the work
progress through a special encoding
based on the colours of the TWOCOLOURED LED: as a general rule,
a colour is associated to each phase
and the TWO-COLOURED LED
turning on mode distinguishes the
condition of the phase in progress
from the condition of the phase completed (see D Appendix for summarising outlines).
NOTE: It is possible to break
off the first acquisition and selfconfiguration procedure every
moment and to begin all over
again by simply putting the
changeover switch in the petrol
position and getting back to the
central position.
Warning: should a working
anomaly occur (TWO-COLOURED
LED on, alternating green - yellow
- red), in any moment of the first
acquisition and self-configuration
procedure, after trying to troubleshoot (par. 3.9), it is necessary
to turn the vehicle off, to disconnect the ignition key and to begin
all over again.

22
Fig. 24
TPS signal acquisition and self-configuration

3.4.1. ACQUISITION AND SELFCONFIGURATION OF THE TPS

SIGNAL

- After having warmed the

engine up well with the changeover
switch in the petrol position, leave
the engine idling and put the
changeover switch in the central
position.
During this phase the vehicle
only runs on petrol.
- After approx. 1015 seconds, the TWO-COLOURED LED
turns on fixed red (beginning of
the TPS acquisition phase) (fig.
24).
- Accelerate uniformly and
thoroughly 3 times
- During this phase the min. and
the max. TPS are determined and
it is possible to ascertain whether
the TPS signal is direct or inverted.
- If the operation has been
carried out correctly, the TWOCOLOURED LED turns red blinking and indicates the end of the
TPS acquisition phase (fig. 25).

3.4.2. ACQUISITION AND

G G

G G

Fig. 25
End of the TPS
signal acquisition

G G

G G

Fig. 26
Acquisition and selfconfiguration of the
r.p.m. signal

SELF-

CONFIGURATION OF THE R.P.M.

SIGNAL

- After the TPS acquisition

phase (red blinking TWOCOLOURED LED), leave the
changeover switch in the central
position and the engine idling
(accelerator thoroughly released)
and wait.
During this phase the vehicle
only runs on petrol.
- After approx. 5 seconds the
TWO-COLOURED LED turns on
fixed green (beginning of the r.p.m.
signal acquisition phase) (fig. 26).
- Wait with the accelerator
thoroughly released (if the accelerator is not released thoroughly,
the acquisition is not carried out).
- During this phase the type of
r.p.m. signal used by the ECU is
recognised.
- After approx. 10 seconds the

G G

G G

Fig. 27
End of the r.p.m.
signal acquisition

G G

TWO-COLOURED LED turns

green blinking and indicates the
end of the r.p.m. signal acquisition phase (fig. 27).
- From now on, the r.p.m. indication on the first LED-BAR of the
Diagnostic Box is configurated correctly (whereas so far it is likely not
to correspond to the actual r.p.m.,
according to the vehicle type).
WARNING: if you are sure that

G G

there is no correspondence
between the actual r.p.m. and the
ones
visualised
on
the
Diagnostic Box (error factor =
1/4, 1/2, 2 or 4), it is advisable to
break off the first acquisition and
self-configuration procedure by
putting the changeover switch in
the petrol position and to repeat
by putting the changeover switch
in the central position again.

23

3.4.3. ACQUISITION AND

Fig. 28
Acquisition and selfconfiguration of the
lambda oxygen
sensor signal

SELF-

CONFIGURATION OF THE LAMB DA OXYGEN SENSOR SIGNAL

- After the r.p.m. signal acquisition, the acquisition and the selfconfiguration phase of the lambda
oxygen sensor starts.
During this phase the vehicle only runs on petrol.
- In order to enter the acquisition domain of the lambda
oxygen sensor, it is necessary
to constantly keep the engine
at 3000 r.p.m.
- If the r.p.m. is kept on a
correct value, the TWOCOLOURED LED turns on fixed
yellow and the acquisition phase
of the lambda oxygen sensor
starts (fig. 28).
- Every time you exit (on purpose or by mistake) from the
acquisition r.p.m. window, the
TWO-COLOURED LED becomes
green blinking again and the
acquisition of the lambda signal is broken off.
To s t a r t t h e a c q u i s i t i o n
again it is necessary to restore
the r.p.m. near the value wanted
(3000 r.p.m.).
- The acquisition phase of the
lambda signal has a variable
duration (from approx. 20 to 30
seconds) according to the lambda
oxygen sensor type of the vehicle.
- During this phase it is possible to determine the amplitude of
the lambda oxygen sensor signal
(0 1 V; 0.7 1.5 V; 0 5 V), the
max. and min. values of such a
signal and the lambda oxygen
sensor type (normal, with absorption, or with resistive pull-up).
- During the acquisition
phase the r.p.m. probably tends
to change and the lambda signal on the Diagnostic Box
remains fixedly rich or lean for
some seconds: this belongs to
the acquisition procedure and
is not indicative of any failure
of the vehicle.

G G

G G

Fig. 29
End of the acquisition of the Lambda
oxygen sensor
signal

G G

- The only operation the

installer ought to carry out is to
keep the r.p.m. around the specified value (3000 r.p.m.).
- If the setting phase of the
lambda signal is successful,
the TWO-COLOURED LED turns
yellow blinking and indicates
its conclusion (fig. 29).

G G

24

3.4.4. ACQUISITION

OF THE

RESET POSITION OF THE

STEP

ACTUATOR

- After the acquisition phase of

the lambda oxygen sensor (TWOCOLOURED LED blinking yellow), go on keeping the engine
at 3000 r.p.m.
- After approx. 3 seconds,
the system automatically
changes over to gas and the
TWO-COLOURED LED alternatively turns on red and green to
indicate the beginning of the
acquisition phase of the STEP
actuator reset position (fig. 30).
- The reset search and
acquisition are carried out only
if the r.p.m. is outside the idling
and cut-off conditions, and the
permanence in the correct r.p.m.
for the reset acquisition is continuously pointed out with the TWOCOLOURED LED alternatively
turning on red and green.
- Should the pre-established
working conditions be left, the
TWO-COLOURED LED turns off
and it is then necessary to
restore the suitable working
conditions of the engine.
- Keep the engine inside the
suitable r.p.m. window till the
reset position acquisition is indicated.
- While the reset position is
determined,
the
vehicle
changes over to petrol again,
all the GREEN LEDs of the
changeover switch turn off and
on the LED-BARS of the
Diagnostic Box the reset position acquired is only indicated
whereas respectively the r.p.m.
signal, the lambda signal and
the step motor position arent
anymore, according to the
encoding already described in
the paragraph 3.1.2:
- the first LED-BAR shows the
hundreds, namely the number of
LEDs on starting from the left side
shows the hundreds (typically no

Fig. 30
Acquisition of the
Step actuator reset
position

G G

GR

LED or one LED on);

- the second LED-BAR shows
the decimals, namely the number
of the LED on starting from the
left side shows the decimals;
- the third LED-BAR shows the
units, namely the number of LEDs
on starting from the left side
shows the units.
If, by way of example, the
reset acquired is 85, the LEDBARS of the Diagnostic Box
would appear like in the fig. 31.
You are reminded that the
step motor position ranges
from 0 (all closed) to 255 (all
open), with proper restrinctions
on the max. possible ranges.
The search of the reset position is carried out starting from an
actuator default reset position of
100.
Until the searching phase of
the reset position starts, the third
LED-BAR constantly shows this
default reset position (100), with
the early 5 red LEDs on.

G G

GR

During the searching phase,

the position visualised on the third
LED-BAR is continuously updated
according to the STEP shift.
Since every LED corresponds
to two steps, it is possible to visualise the STEP dynamics in a window ranging from 90 to 110 steps.
In any case, the reset definitive position acquired is exactly
visualised on the Diagnostic Box.
Once the reset position has
been acquired, the first acquisition and self-configuration procedure is over and all the values acquired and the configurations done have been stored.
It is necessary to stop the
engine and to turn the ignition
key off to get out from the
domain.

Fig. 31
Visualisation of the
reset acquired on
the Diagnostic Box
DIAGNOSTIC
BOX

8
5

25

3.5. ADDITIONAL MANUAL

SETTING AND PARAMETERS SETUP
After the first acquisition and
self-configuration phase, at the
next ignition the system is already
able to run on gas.
Before running the vehicle on
gas, it is anyway necessary to
complete the setting-up phase
through a series of manual setting operations, some of them
indispensable (such as the level
gauging adjustment, the configuration of the NP - NC1/NC2 relay
and the ON/OFF analogic TPS
setting), others optional (such as
the changing over threshold and
the fuels overlapping time).

3.5.1. ACTIONS

TO BE TAKEN

IN THE ADDITIONAL MANUAL

SETTING DOMAINS

To enter the domain dedicated

to the additional manual setting,
the following operations are necessary:
- Start the engine and leave it
idling with the changeover
switch in the central position
and the vehicle running on
petrol (do not carry out the changing over to gas).
Starting
with
the
changeover switch in the central
position, do 3 petrol position >
central position transitions in no
more than 3 seconds (you cannot
stop for more than half a second in
the same position, otherwise you
have to start the whole sequence
again).
- After the 3 transitions the
fourth GREEN LED blinks to
indicate the entry in the first
manual setting domain.
- The TWO-COLOURED LED
is off if the manual setting of this
domain has never been carried
out, whereas it blinks if the setting of the first domain has
already been carried out at least

once.
- The passage from a manual
setting domain to the next one is
obtained by changing over from
the central position > gas position.
(If you want, for example, to
enter the fourth domain without
setting the previous ones, three
subsequent transitions from central
position to gas position are necessary).
- The different domains (7
altogether) are indicated by a
binary code on the GREEN
LEDs.
- Once you have got to the last
manual setting domain, a subsequent transition of the changeover
switch from the central position to
the gas position leads to the first
setting domain again (cyclical management).
- The acquisition or the setting relating to the referred
domain is obtained by changing
over from the central position >
petrol position.
- For every manual setting
domain the TWO-COLOURED
LED assumes the following
meanings:
- off: the current domain has
never been set;
- fixed green (or red) on:
acquisition relating to the current domain completed or in
progress;
- blinking green (or red): setting relating to the current
domain already carried out at
least once.
- To exit in any moment from
the manual setting domain it is
necessary to disconnect the
ignition key.
The detailed description of the
different setting domains, of the
attendant encoding on the
changeover switch LEDs and of
the parameters acquisition modes
is presented in the following paragraphs.
The condition of the TWO-

COLOURED LED depicted in the

figures of the following paragraphs
refers to the first time the additional
manual setting domain is entered.

3.5.2. LOW

LEVEL GAUGE

THRESHOLD SETTING (EMPTY

TANK)

When entering this setting

domain, refer to what have been
just stated in the par. 3.5.1.
The setting domain is visualised
in the fig. 32 and is used for acquiring the fuel min. level.
Please remember that the condition of the TWO-COLOURED
LED quoted in the figure refers to
the first time this setting domain is
entered.
The necessary operations are
the following:
- Carry out the setting operations while the tank is empty.
- Put the changeover switch
from the central position to the
petrol position to acquire the
level currently present in the
tank as the min. level; the TWOCOLOURED LED turns fixed
green (showing that the datum has
been acquired).
- Getting back to the central
position, the TWO-COLOURED
LED turns blinking green (showing the setting already carried out)
and will remain like that in the following accesses to this setting
domain too.
Even if the setting operation has
already been carried out, it is possible to repeat it and to acquire a
new value with the same acquiring
process.

Fig. 32
Low level gauge threshold setting

26

3.5.3. 4/4

3.5.5. NP - NC1/NC2 RELAY

THRESHOLD OF THE

LEVEL GAUGE

(80%

FILLING )

When entering this setting

domain, refer to what has been stated in the par. 3.5.1.
The setting domain is visualised
in the fig. 33 and is used for acquiring the 4/4 level of fuel.
Please remember that the condition of the TWO-COLOURED LED
depicted in the figure refers to the
first time this setting domain is
entered.
The necessary operations are
the following:
- Carry out the setting operations while the tank is full (4/4).
- Put the changeover switch
from the central position to the
petrol position to acquire the
level currently present in the tank
as the 4/4 level; the TWOCOLOURED LED turns fixed
green (showing that the datum has
been acquired).
- Getting back to the central
position, the TWO-COLOURED
LED turns blinking green (showing the setting already carried out)
and will remain like that in the following accesses to this setting
domain too.
Even if the setting operation has
already been carried out, it is possible to repeat it and to acquire a new
value with the same acquiring
process.

3.5.4. CHANGING

OVER

THRESHOLD

When entering this setting

domain, refer to what has been
stated in the par. 3.5.1.

CONFIGURATION

G G

Fig. 34
Changing over threshold setting

The setting domain is visualised

in the fig. 34 and is used for modifying the changing over threshold.
Please remember that the condition of the TWO-COLOURED
LED depicted in the figure refers to
the first time this setting domain is
entered.
The necessary operations are
the following:
- Run the engine at the r.p.m.
wanted (included between 1500
and 4500 r.p.m.) and move the
changeover switch from the central position to the petrol position to acquire the current r.p.m.
as the revolution threshold
above which changing over to
gas is allowed; the TWOCOLOURED LED turns fixed
green (showing that the datum has
been acquired).
- Getting back to the central
position, the TWO-COLOURED
LED turns blinking green (showing the setting already carried out)
and will remain like that in the following accesses to this setting
domain too.
Even if the setting operation has
already been carried out, it is possible to repeat it and to acquire a
new value with the same acquiring
process.

When entering this setting

domain, refer to what has been
stated in the par. 3.5.1.
The setting domain is visualised in the fig. 35 and is used for
changing the contact configuration
of the relay coming out from the
White and White/Orange wires.
- The possible functions are the
function of the no-problem(NP)
device, for resetting the petrol
injection ECU memory, and the
function of relay contact for cutting
the (NC1/NC2) signal.
- The TWO-COLOURED LED
blinking green shows that there
is already a default setting and
this is the NP function.
- By putting the changeover
switch from the central position
to the petrol position the current
setting-up of the relay is
changed, by selecting in this
case the NC1/NC2 function, and
the setting-up is shown by the
fixed red TWO-COLOURED LED.
- Getting back to the central
position, the TWO-COLOURED
LED turns blinking red (setting
carried out and NC1/NC2 settingup).
Even if the setting operation
has already been carried out, it is
possible to pass from a setting-up
to another of the relay function, by
repeating the same process.
Warning: the NP NC1/NC2
relay setting-up ought to correspond to the configuration
adopted in the connections of
the harness to the ECU (see par.
2.3.3.9).

3.5.6. FUELS

OVERLAPPING

TIME

Fig. 33
4/4 level threshold setting

Fig. 35
Configuration of the NP - NC1/NC2 relay

When entering this setting

domain, refer to what has been stated in the par. 3.5.1.
The setting domain is visualised
in the fig. 36 and is used for modify-

27

G G

G G G

Fig. 36
Fuel overlapping time setting

Fig. 37
On/Off-Analogic TPS setting

ing the fuels overlapping time while

changing over from petrol to gas.
Please remember that the condition of the TWO-COLOURED LED
depicted in the figure refers to the
first time this setting domain is
entered.
- By putting the changeover
switch from the central position
to the petrol position the TWOCOLOURED LED turns fixed
green and the current fuels overlapping time is visualised for 3
seconds on the GREEN LEDs,
according to the following encoding:
- no GREEN LED on: no overlapping
- 1 GREEN LED on: 3 tenths
of second
- 2 GREEN LED on: 6 tenths
of second
- 3 GREEN LED on: 9 tenths
of second
- 4 GREEN LED on: 12 tenths
of second
- After 3 seconds, the overlapping time is continuously
increased by 3 tenths of second
each time and the visualisation
on the GREEN LEDs is updated
(when 12 tenths are reached, start
from the beginning and so on).
- By putting the changeover
switch in the central position
again, the currently visualised
overlapping time is acquired and
the TWO-COLOURED LED turns
green blinking (showing the setting
already carried out).
In this case too it is possible to
repeat the setting operation and to
acquire a new value with the same
acquiring process.

3.5.7. ANALOGIC-ON/OFF
TPS SETTING-UP

Fig. 38
Parameters set-up

When entering this setting

domain, refer to what has been
stated in the par. 3.5.1.
The setting domain is visualised in the fig. 37 and is used
for programming the TPS signal
type (analogic or ON/OFF) present on the vehicle.
- The TWO-COLOURED LED
blinking green shows that there
is already a default setting considering the TPS of the analogic type.
- By putting the changeover
switch from the central position
to the petrol position, the current TPS setting-up is changed,
passing to the ON/OFF type
and the selection done is
shown through the fixed red
TWO-COLOURED LED.
- Getting back to the central
position, the TWO-COLOURED
LED turns red blinking (setting
carried out and TPS setting-up of
the ON/OFF type).
Even if the setting operation
has already been carried out, it is
possible to pass from a setting-up
to another of the TPS type, by
repeating the same process.

3.5.8. PARAMETERS

G G G

Fig. 39
Set-up done

tions are the following:

- Put the changeover switch
from the central position to the
petrol position.
- Remain in this position for
5 seconds at least.
- Once the setup has taken
place, all the setting operations
carried out on the ECU have
been completely cancelled.
- The second, the third and the
fourth GREEN LED of the encoding and the TWO-COLOURED
LED remain fixedly on (fig. 39)
and the three LED-BARS of the
Diagnostic Box thoroughly turn
off.
After this operation it is necessary to switch the vehicle off
and to reset the ECU completely, by repeating the first acquisition and self-configuration
procedure too.
Warning! Perform the operation only if you are really convinced!

SET-UP

When entering this setting

domain, refer to what has been
stated in the par. 3.5.1.
The setting domain is visualised in the fig. 38 and is used
for completely annulling any setting already carried out on the
system. The necessary opera-

3.6. DUTY CYCLE VISUALISATION AND MODIFICATION OF THE LAMBDA

OXYGEN SENSOR EMULATED SIGNAL
To enter the duty cycle visualisation and modification domain of

28

the lambda emulated signal, the

following operations are necessary:
- Connect the ignition key
without starting the vehicle,
with the changeover switch in
the central position.
- Beginning with the
changeover switch in the central position, carry out 3 petrol
position > central position transitions in no more than 3 seconds (you cannot stop for more
than half a second in the same
position, otherwise you have to
start the whole sequence again).
- After the 3 transitions the
changeover switch LEDs are all
off, whereas the duty cycle per
cent value (0 100%) of the
lambda oxygen sensor emulated signal is visualised on the
Diagnostic Box, according to
the encoding already presented
for the reset:
- the first LED-BAR shows the
hundreds, namely the number of
LEDs on starting from the left side
shows the hundreds;
- the second LED-BAR shows
the decimals, namely the number
of the LED on starting from the
left side shows the decimals;
- the third LED-BAR shows the
units, namely the number of LEDs
on starting from the left side
shows the units.
- The default value at the end
of the first acquisition and selfconfiguration procedure is = 46
(fig. 40).
- Putting the changeover
switch from the central position
to the gas position, the current
duty cycle value is increased
by one (and the visualisation on
the Diagnostic Box is updated).
- Putting the changeover
switch from the central position to
the petrol position, the current
duty cycle value is decreased by
one (and the visualisation on the
Diagnostic Box is updated).
- To acquire the new duty

cycle value it is necessary to

disconnect the ignition key.

3.7. VISUALISATION AND

MODIFICATION OF THE
STEP RESET POSITION
For entering the step reset
position visualisation and modification domain, the following operations are necessary:
- With the changeover switch
in the central position, start the
vehicle on petrol and run the
engine above 1500 r.p.m., without changing over to gas.
- In such conditions, beginning with the changeover
switch in the central position,
carry out 3 petrol position >
central position transitions in
no more than 3 seconds (you
cannot stop for more than half a
second in the same position, otherwise you have to start the whole
sequence again).
- After the 3 transitions the
changeover switch LEDs are all
off, whereas the current reset
position is visualised on the
Diagnostic Box, according to
the encoding already presented
(par. 3.4.4).
- The accelerator can be
thoroughly released and the
engine can be left running on
petrol.
- Putting the changeover
switch from the central position
to the gas position, the current
reset position is increased by

one (and the visualisation on the

Diagnostic Box is updated).
- Putting the changeover
switch from the central position
to the petrol position, the current reset position is decreased
by one (and the visualisation on
the Diagnostic Box is updated).
- The reset position cannot be
over the pre-fixed thresholds.
- To acquire the new reset
position it is necessary to
switch the vehicle off.
- During the permanence in
this setting domain, the vehicle
only runs on petrol.
The use of such a setting
domain is only recommended
for the reset visualisation. We
actually advise you against
intuitively modifying the
reset position value, since any
possible corrections have been
already made by the self-adapting procedure (par. 3.8).

3.8. SELF-ADAPTING
As we have already told in the
Chapter 1, particular self-adapting
strategies have been implemented in the Just system while the
vehicle working conditions and
characteristics vary, in order to
assure the constant and continuous optimisation of the control
potential.
The properties and the features of such strategies can be
summed up in two main aspects:
- constant control and
Fig. 40
Duty-cycle default
value of the lambda
signal emulated
DIAGNOSTIC
BOX

4
6

29

updating of the signals used by

the system, with any possible
corrections in the configurations done during the first setting operation;
- dynamism and continuous
updating of the STEP actuator
reset position, able to selfadapt according to the changes
in the car features and different
driving conditions.
In particular, the reset selfadapting is aimed at optimising
the mixture control in every situation, by assuring a greater stability of the system at normal load
and a high promptitude in the
transient conditions.
Another purpose of the reset
self-adapting is to optimise its
position rapidly in case a value
not corresponding to the working
actual one has been acquired
during the first acquisition. In this
case, the reset meets the optimum one while driving on road.

Should any anomaly occur

while the vehicle is running on
gas, this one goes on running
on gas, but the STEP actuator
stands in the reset position
(control in the emergency conditions).
List of the working anomalies
and of the attendant encoding on
the changeover switch LEDs.
Lambda oxygen sensor signal transitions not detected or
lambda oxygen sensor working
incorrectly (fig. 41).
The anomaly is pointed out if
no oscillations of the lambda oxygen sensor are noticed for a prolonged time, both in the first
acquisition phase and while the
vehicle is normally running on
gas.

G YR

Fig. 43 - Anomaly of the TPS signal

3.9. SYSTEM DIAGNOSTIC

The Just ECU is provided with
a self-diagnosing system indicating the working anomalies with an
encoding on the GREEN LEDs
and alternating the green - yellow
- red colours on the TWOCOLOURED LED.
Should any anomaly occur,
switch the vehicle off completely, by disconnecting the ignition key too, and try to troubleshoot.
If the cause has been actually
removed, at the next ignition the
system will work correctly again.
If the cause has not been
determined or removed, at the
next ignition, the anomaly noticed
is likely to reveal itself again.
Should you notice any
anomaly during the first acquisition and self-configuration
procedure, start such a procedure again from the beginning.

Problems on the TPS signal

during the first acquisition procedure (still below a minimum
threshold or not connected correctly) (fig. 43).
The TPS signal control is
made in the first acquisition and
self-configuration phase and the
anomaly is a sign of an incorrect
connection of the White/Violet
wire (par. 2.3.3.10) or of a failure
of the potentiometer proportional
to the throttle body position.

G YR

Fig. 41 - Anomaly of the lambda oxygen

sensor signal

Problems in the connection of

the gas solenoid valves (fig. 42).
This anomaly is a sign of working problems of the gas solenoid
valves (there is a trouble on at
least one solenoid valve). The
problem nature is to be sought in
an interrupted connection, in a
damaged solenoid valve or in a
solenoid valve short-circuited
towards the earth.

G YR

Fig. 42 - Anomaly of the gas solenoid valves

Error or problems in the

acquisition procedure of the
STEP actuator reset position
(fig. 44).
We have already stated that
the STEP actuator cannot move
beyond certain opening and closing limits. In particular the reset
acquired during the first acquisition phase ought to be included in
a value window too.
If the anomaly is noticed, it
means that the STEP actuator
tries to move to an incorrect working position, without managing to
assure the control stoichiometry.
It is necessary to check the
equipment well and to reckon
whether the reducer and the
mixer are damaged or wrongly
installed.

G G

G YR

Fig. 44 - Anomaly of the STEP actuator reset

acquisition

30

Wo r k i n g p r o b l e m s o f t h e
ECU EEPROM (fig. 45).
If this anomaly occurs, the
ECU is seriously damaged and it
is not possible to try to find a remedy for the problem. Apply immed i a t e l y t o t h e B R C Te c h n i c a l
Servicing.

G G G

G YR

Fig. 45 - EEPROM Anomaly

TA010990/I

M.T.M. s.r.l. Via La Morra, 1 - 12062 - Cherasco (Cn) - Italy