INDEX CHAPTER: 1 INTRODUCTION 1.1.1 WHAT IS CNG 1.1.2 SAFETY 1.1.3 ECONOMY 1.1.4 ENVIRONMENT 1.1.

5 FUEL COMPARATIVE TABLE CHAPTER: 2 INTRODUCTION TO THE FUNCTIONING OF CNG EQUIPMENT 2.1 2.2 GENERAL FUNCTIONING OF THE SYSTEM ELEMENTS THAT COMPOSE THE INSTALLATION OF A CNG EQUIPMENT AND ITS LOCATION IN THE VEHICLE CHAPTER: 3 CHARACTERISTICS AND INSTALLATION OF EACH COMPONENT 3.1.1 PRESSURE REGULATOR 3.1.1 FUNCTIONS 3.1.2 INTERNAL FUNCTIONING OF THE CNG REGULATOR 3.1.3 INSTALLATION 3.2 PEAK OF INTERNAL FILLING VALVE

3.2.1 FUNCTIONS 3.2.2 INSTALLATION 3.3 PEAK OF EXTERNAL FILLING VALVE

3.3.1 FUNCTIONS 3.3.2 INSTALLATION 3.4 FILLING VALVE

3.4.1 FUNCTIONS 3.4.2 INSTALLATION 3.5 MANOMETER

3.5.1 FUNCTIONS 3.5.2 INSTALLATION 3.6 SERVICE OR CYLINDER VALVE

3.6.1 FUNCTIONS 3.6.2 INSTALLATION 3.7 PETROL ELECTROVALVE

3.7.1 FUNCTIONS 3.7.2 INSTALLATION 3.8 MAXIMA ASSEMBLY

3.8.1 FUNCTIONS 3.8.2 REGISTER OF SIMPLE MAXIMA 3.8.3 REGISTER OF DOUBLE MAXIMA WITH DOUBLE REGULATION 3.8.4 REGISTER OF DOUBLE MAXIMA WITH SIMPLE REGULATION 3.8.5 INSTALLATION 3.9 MIXER

3.9.1 FUNCTIONS 3.9.2 INSTALLATION 3.10 METERING ROD TIP 3.10.1 FUNCTIONS

3.10.2 INSTALLATION 3.11 CONTAINER CYLINDER 3.11.1 FUNCTIONS 3.11.2 INSTALLATION CHAPTER :4 ELECTRONIC COMPONENTS CHARACTERISTICS AND INSTALLATION 4.1. COMMUTING SWITCH MOSFET INJECTION AND MOSFET CARBURETED 4.2.1. FUNCTIONS 4.2.2 .INSTALLATION 4.3. MICROPROCESSED ADVANCED CORRECTOR 4.3.1. FUNCTIONS 4.3.2 .INSTALLATION 4.4. EMULATOR OF INJECTORS 4.4.1. FUNCTIONS 4.4.2 .INSTALLATION 4.5. .EMULATOR OXYGEN SENSOR 4.5.1. FUNCTIONS 4.5.2. INSTALLATION 4.6. CENTRAL COMPREHENSIVE PROCESSING, NEWCIP, NEWCIP4 4.6.1. FUNCTIONS 4.6.2.TECHNICAL FEATURES 4.6.3.INSTALLATION 4.6.4. SET UP ADVANCE ADJUSTABLE 4.6.5. MINIMUM SET UP OF TPS

4.6.6. SET UP FORWARD, DIP N. 1 OFF. 4.7. FASELL, ADVANCING COIL 4.7.1. ROLE 4.7.2 .INSTALLATION 4.7.3. ADVANCE SET UP 4.7.4. ELECTRICAL CONNECTIONS 4.8. L.C.U. LAMBDA CONTROL UNIT 4.8.1 AUTO CARBURETION CHAPTER: 5 DESCRIPTION PER CIRCUITS 5.1 5.2 5.3 5.4 GAS CIRCUIT AT LOW PRESSURE WATER CIRCUIT PETROL CIRCUIT GAS CIRCUIT AT HIGH PRESSURE

5.4.1 PREPARATION AND PRE-ADJUSTMENT OF HOOPS 5.5 AIR SYSTEM

CHAPTER : 6 TESTS, ADJUSTING AND TIMING OF THE ENGINE 6.1 TESTS BEFORE THE STARTING-UP

6.1.1. GENERAL VERIFICATION 6.1.2 VERIFICATION OF THE ELECTRIC SYSTEM 6.1.3 CONTROL OF LEAKAGE 6.2 6.3 IGNITION ADJUSTING REGULATION OF THE CNG EQUIPMENT

6.3.1 REGULATION OF THE MAXIMUM FLOW

6.3.2 REGULATION OF THE MINIMUM FLOW CHAPTER: 7 PROCEDURE FOR THE PASSAGE FROM A FUEL TO ANOTHER ONE 7.1 INJECTION VEHICLE

7.1.1. STARTING-UP ONLY IN PETROL MODE 7.1.2 PASSAGE FROM PETROL TO CNG 7.1.3 PASSAGE FROM CNG TO PETROL 7.1.4 STARTING UP IN CNG MODE 7.2 CARBURIZED VEHICLE

7.2.1 STARTING-UP WITH PETROL 7.2.2 PASSAGE FROM PETROL TO CNG 7.2.3 PASSAGE FROM CNG TO PETROL 7.2.4 STARTING IN THE CNG MODE CHAPTER: 8 PRINCIPAL POINTS TO BE TAKEN INTO ACCOUNT FOR A CORRECT INSTALLATION 8.1 8.2 8.3 8.4 8.5 STRUCTURAL CONSIDERATIONS MECHANIC AND ELECTRICAL CONSIDERATIONS INSTALLATION CONSIDERATIONS TORQUES TABLE IDENTIFICATION OF THE INJECTION SYSTEMS

8.5.1 SINGLE POINT 8.5.2 MULTIPOINT 8.6 TYPES OF IGNITION

8.6.1 CONVENTIONAL IGNITIONS

8.6.2 CARTOGRAPHIC IGNITIONS CHAPTER 9 ADVICE FOR THE USER 9.1 9.2 ADVISE FOR A GOOD FUNCTIONING WITH CNG SAFETY RECOMMENDATIONS FOR THE USE OF THE VEHICLES DRIVEN BY CNG.

CHAPTER: 1 INTRODUCTION CNG 1.1.1 What is CNG? It is the gas of residential use (methane),which compressed at high pressure (200 Atm.) is stored in cylinders especially designed to be used in any type of vehicles. Due to the pressure with which it is stored, in small spaces, important volumes of fuel (CNG) are achieved, obtaining a reasonable independency. 1.1.2 Safety The CNG is lighter than the air, for which reason in case a leakage exists, it goes up, as opposed to the liquid fuel that as its gases are heavier they get accumulated. The CNG has a higher ignition temperature than that of the liquid fuel. All this makes that the gases of the liquid fuel have more risk of spontaneous accidental inflammations. 1.1.3 Economy The CNG has a low cost and a high yield which allow us to assure a saving in the fuel expenses. The CNG due to its excellent combustion, without residue, does not contaminate the oil, does not form sediments and maintains the sparkplugs clean. 1.1.4 Environment The CNG does not have additives, besides its homogeneous mix with the air allows a combustion almost perfect, which annuls practically the environmental contamination.

1.1.5 Comparative Table of fuels Fuel Octane Rating Limit of Caloric Speed flame propagation at of Speed flame propagation at of

Compression Power Ratio

compression atmospheric pressure Petrol CNG 87/97 130 10,5:1 12:1 11700Kcal/kg 29 m/seg 9300 Kcal/m3 OLG 109 11,5:1 11900 Kcal/kg Met. /Eth. 130 Alcohol Ethylic Alcohol Methanol 130 15:1 4800 Kcal/kg 25 m/seg. 9 m/seg 95 10:1 12:1 5800 Kcal/kg 8000 Kcal/kg 30 m/seg 11 m/seg 40 m/seg 18m/seg. 12 m/seg. pressure 12 m/seg 1m/seg.

CHAPTER: 2 INTRODUCTION TO THE FUNCTIONING OF CNG EQUIPMENT 2.1 General Functioning of the system We will describe the functioning of the system following the route of the Compressed Natural Gas from its load until its combustion in the engine. The gas is introduced to the circuit by means of the internal filling valve (or external if any) at a pressure of 200 Atm., which can be proved in the manometer that is immediately after the peak. Afterwards, it passes through the filling valve, which allows the cutting of the input or output of the gas, if it is necessary, manually. From there the CNG is directed through a high pressure tubing until the cylinder or cylinders of storage. These long cylinders of different diameters, depending on the amount of gas to be stored, has in its entrance a cylinder or service valve that allows to close the input or output of gas, also manually. The cylinders are installed in special cradles which are fixed in the body according to the placement of the cylinders (in the trunk, under the chassis, in the load box, etc.) From the service valve, the gas is directed through the same tubing of high pressure above mentioned, to the filling valve again, and from there to the pressure regulator. In the regulator the gas reduces its pressure of 200 Atm, until the pressure of work, that is found between 0,3 to 0,5 Atm. This rough decompression makes that the gas looses temperature reaching to the freezing point, for which reason

it turns out to be necessary heating it using a derivation of the engine cooling system. Afterwards, the gas already decompressed, by means of a rubber and cloth pipe, circulates until the mixer or the metering rod tip, passing before through a limiting valve of flow or maxima valve. The mixer is installed in the duct that goes from the air filter towards the carburetor, or between the carburetor and the intake manifold. In the vehicles with electronic injection, the same is installed in the duct that goes from the air filter to the throttle of the injector set or between the throttle and the intake manifold. In the case of the metering rod tip, this one is installed carrying out a puncture in the body of the carburetor. Another element to be installed is the changeover switch which is found in the interior of vehicle within the reach of the driver and that serves to select the type of fuel that should be used. This switch has furthermore an indicator of the load level of the cylinders of storage. Since when the vehicle works with CNG requires a greater advance to the starting-up than that with Petrol, an advance electronic corrector or variator is placed which corrects automatically these values according to the fuel that is being used. In the vehicles with electronic injection, besides of the mixer already indicated, another elements must be added, such as emulator of single point or multipoint injectors, emulator of lambda probe, advance corrector, etc. 2.2 Elements that compose the installation of CNG equipment and its location in the vehicle.

Pos. Component 1 2 3 4 5 6 7 Reducer or pressure regulator Internal filling valve External filling valve peak (optional use) Filling valve Manometer Petrol electrovalve Mixer / metering rod tip (as it

Placement Engine Span Engine Span According to vehicle Engine Span Engine Span Engine Span may Engine Span

correspond) 8 9 10 11 12 Pipes and gas connections at low pressure Pipes and water connections Flow Regulator (maxima valve) Pipes and Petrol connections Engine Span Engine Span Engine Span Engine Span

Pipes and gas connections at high pressure Ground floor and elements of protection

13

Pipe for air system

Trunk, chassis vehicle

box

or

low to low to low to

according box or

14

Container Cylinder of CNG with cylinder Trunk, valve chasses vehicle Trunk, chasses vehicle

according box or

15

Supports for cylinders

according

16

Changeover

switch

with

load

indicator, Interior of the Vehicle

cabling and fuse 17 Microprocessed advance corrector Engine Span

18 19 20

Universal Emulator of injectors Universal Emulator of lambda probe Valve of line retention (optional use)

Engine Span Engine Span Trunk, chassis vehicle box or low to

according

CHAPTER: 3

CHARACTERISTICS AND INSTALLATION OF EACH COMPONENT 3.1 Pressure Regulator

3.1.1 Functions The function of the pressure regulator is to achieve the depressurization of the fluid of the 200 Atm with which it is accumulated in the cylinder at an output pressure between 0,3 to 0,5 Atm. With this value it gets into the intake manifold. It should also assure the closing and the release of gas, according to the performance over the corresponding electrovalve. In the depressurization of gas in case of failure it should operate the safety valve that owns for that purpose, which will activate between 10 and 12 atm.

Allow that the system of slow motion regulation acts progressively, thus allowing the required dosing in each case. Assure that the gas / water circuit remain watertight and gastight between them and with the exterior. The regulator disposes of a heating circuit that joins with the refrigeration circuit of the engine (see pipes and water connections). 3.1.2 Internal Functioning of the CNG regulator The pressure regulator is constituted of three stages of pressure reduction. The exclusive distribution of the membrane with a particular system of valves of reduction, provides this regulator an exceptional stability in the gas supply, to different regime of the engine motion. (See figure 2). First Stage:

The gas enters the reducer through the input conduct 1 passing through a filter until the A valve, in common with a system of levers with the membrane 2. Over it there is a spring 3 that together with the deformation of the membrane, it will compress and decompress. The tension of the spring will regulate the pressure that will accumulate in the first chamber. Once the working pressure is reached in the first stage (4,5 atm), the valve will close. In this stage there is the safety valve 4 above mentioned, which, once a set pressure is overcome, unloads to the third stage making that the engine is stopped when it is choked due to fuel excess. Second Stage:

The first and second stages are communicated through the passage 5. Like in the first stage, there is a closing valve B, in common, by means of a

system of levers to the membrane 6. Over it a spring 7 acts that together with the deformation of the membrane it will compress and decompress. The tension of the spring will regulate the pressure that it will be accumulated in the second chamber. Once the working pressure is reached in the second stage (1,4 to 1,7 Atm), the B valve will close. The greater or less pressure in this stage will define the power for which the regulator is designed. That is to say with greater pressure, it will enable the delivery of greater flow of gas. Third Stage:

The second and third stages are communicated through the 8 hole. Between these two stages the electrovalve 9 acts that cuts the passage of gas in case of closing the contact or remain without energy upon indication of the safety systems that the engine has been stopped. This last stage is divided by means of the membrane 10 that separates the atmospheric pressure from the depression generated by the system of intake of the engine between the air filter and the throttle, which is measured through the mixer or metering rod tip. In this stage the register of minima 11 is found, which acts over the system of levers that together with the membrane, are the ones which maintain the necessary pressure to achieve a good feeding to the intake system of the engine. There is also the valve of sensibility 12 which is the one that allows a direct passage of gas between the output of the electrovalve and the chamber of the third stage. In some vehicles, of great cylinder capacity, it is necessary

to act over this valve, although it is normally closed, allowing that only valve C operates according to the depression in the intake.

CUT LAYOUT OF A REGULATOR Figure 2 Atmospheric Pressure/ Water Circuit / Filter / First Stage / Third Stage / Gas Output/ Atmospheric Pressure / Second Stage

3.1.3. Installation The pressure regulator is installed as long as it can be possible, in one of the sides of the engine span, in such a way that its front plane remains in a vertical and parallel position to the longitudinal shaft of the vehicle. The purpose of this is that the action of the air in the advance of the vehicle does not influence over the membrane of the third stage, that should be exposed at the atmospheric pressure in its external face and that the effect of the inertial in the action of breaking and the acceleration of the vehicle, does not act over it, to achieve the correct regulation of the pressure of output. Also the following parameters have to be taken into account: It should be not less than 60 mm of the system of leak It should be not less than 40 mm of the battery It should be not less than 150 mm of the front or posterior line of the vehicle as it may correspond. The hose that joins the regulator with the intake should be as short as possible, in order to assure a correct depression in its entire route. It should be taken into account that the height of the regulator does not surpass the level of the radiator nor the expansion receiver so that it may have always water circulation. 3.2 Internal Filling valve Peak 3.2.1 Functions The internal filling valve is, as indicated by its name, the piece through which the gas is introduced to the system. It owns a specific support and it must be

mounted safely, since its the part of the system submitted to a great maltreatment. It has a retention valve to avoid the gas return to the exterior once the load of it is done. 3.2.2 Installation It is located over one of the laterals of the engine span, the most accessible, for the operation of load, away from the battery and terminals that may cause short-circuit. It is even used in the case that the vehicle has the peak of external filling valve. 3.3 Peak of External Filling valve 3.3.1 Functions This element is optional, it is additionally aggregated to the peak of the internal filling valve and its use is indistinct. It has the purpose of avoiding the need to open the bonnet of the vehicle with every load. 3.3.2 Installation It is installed in the second output of the cylinder valve and through pipes of high pressure the peak of load is mounted with access to the exterior of the vehicle. Normally in this case, as there is no direct access to a manual closing valve of the circuit of high pressure, a line retention valve is placed, connected to the output of the cylinder valve.

3.4 Filling valve 3.4.1 Functions The filling valve has the function of total occlusion of the gas passage from the cylinders to the regulator and to the peak of load.

It is used manually in the case of leakages for failure of the retention valve of the peak of load or in the area of the regulator. 3.4.2 Installation It must be installed as near as possible to the pressure regulator, and at the highest height for an easy access in case it needs to be operated. The gas pipes that link the valve of load with the other elements should have their respective antivibrating ringlet (see gas circuit at high pressure).

INTERNAL FILLING VALVE WITH PEAK. 3.5 Manometer 3.5.1 Functions It deals with the measuring of the pressure existing in the container cylinder and therefore also the load level of same.

It has an electronic device that sends the signal to the changeover switch in the interior of the vehicle, in order to indicate by means of leds (light emitting diodes), the status of load of the cylinder. 3.5.2 Installation The manometer is mounted over the regulator, in a T disposed for this purpose. Normally it is installed together with the valve of load. It must be placed in such a way that its reading results absolutely easy and comfortable, principally during the load operation.

3.6 Cylinder Valve 3.6.1 Functions The cylinder valve has the purpose of the cut in a manual way, from the gas supply to the circuits of high pressure. It owns two outputs where such circuits are connected that end in the peaks of internal and external filling valve. This valve consists of a safety system which is activated when there is an increase of pressure in the cylinder, or when a considerable increase of temperature is produced. The system consists of blasting disk that operates at 340 Atm, with a tolerance of + 0 to 34 Atm, and a fuse of temperature that operates at 100C with a tolerance of + 4C. It also has a device that in case of loss or breakage of the pipe of high pressure limits the output of gas from the cylinder at a10%. 3.6.2 Installation It is installed by threading it in the output of the storage cylinder. Previously, approximately 20 turns of Teflon tape and anaerobic sealing must be placed. The adjustment of this valve must be performed before the placement of the cylinder in the vehicle. For a correct mounting the cylinder must be placed in an external bed clamped firmly to give it, by means of a torque meter, a torque of 15 Kgm.

CYLINDER VALVE 3.7 Petrol Electro valve 3.7.1 Functions This valve, used only in the carburized vehicles, is activated by a solenoid and has the function of absolute closing of the passage of Petrol when it is so indicated by means of the changeover switch. If due to failures of the solenoid coil it does not operate, it has a manual command to be able to do it until the performance of the repair. 3.7.2 Installation It must be installed, considering the sense of circulation of fuel that is indicated in the same, between the Petrol pump and the carburetor.

It has to be in the place of easy access, preferable in the lateral of the engine span, as near as possible to the Petrol pump and the carburetor. It has to be taken into account the minimum distance of 150 mm of the front or posterior part of the vehicle, as it may correspond. A good ground connection must be assured in order to avoid possible electrical failures. Important: Be sure that the placement of the electrovalve does not allow, in case of imperfections therein or in its connections to the circuit, the spill of Petrol over the leak system or other element that may produce combustion. It must never be installed on the engine since the vibration of the same may provoke a dripping effect with the consequent failure in the functioning on getting into the intake simultaneously both fuels.

3.8 Maxima Assembly 3.8.1 Functions This element has the purpose of regulating the flow of gas that the mixer or the metering rod tip receives from the pressure regulator. Such regulation is performed by means of a screw that is found in the top part of the body, which acts attenuating the flow of gas of the reducer in order to maintain a correct proportion between the aspiration of the engine and the gas delivered. It owns locknut to fix its position. The regulation of this element is for the regime of high revolutions of the engine.

3.8.2 Register of Simple Maxima This register is used in all the mixers, or in the metering rod tip for carburetors of only one mouth.

3.8.3 Register of Double Maxima with double regulation This register is used in vehicles with carburetors with double mouth. The screws are regulated according to every mouth of the carburetor. It is used in the cases of carburetors of progressive opening.

3.8.4 Register of Double Maxima with simple regulation This register is also used in carburetors with two mouths but of simultaneous opening since it owns only one regulator for both.

3.8.5 Installation The installation common to all types of registers, is done intercalating by means of connection with clamps, in the hose that joins the regulator with the mixer or the metering rod tip, in the denominated circuit of low pressure. As long as it is possible, it must be placed at a distance no greater than 200 mm of the output of the regulator.

3.9 Mixer 3.9.1 Functions The function of the mixer is to dose the entrance of the air-gas mix to the intake of the engine, in the required optimal proportion for a perfect combustion. At present, mixers that were studied and calculated dynamically have been developed for each model of the vehicle in particular and that own a variable flow system that allow to calibrate the dosing angle in order to achieve a suitable mix. 3.9.2 Installation This element is installed between the air filter and the intake manifold of the vehicle, varying its specific place according to every model. In figure 3.9.2 the entrance of gas in an injection engine can be seen, that is found between the throttle body and the frame corresponding to the air filter. Figure 3.9.2 GAS INPUT / AIR FLOW

MIXER FOR CARBURETOR / INJECTION

3.10 METERING ROD TIP 3.10.1 Functions In the carbureted vehicles and in the case that the carburetor admits puncture, in place of the mixer, a metering rod tip can be used. 3.10.2 Installation It is installed in the body of the carburetor doing a threaded hole with a such measure that corresponds with the thread of the injector to be placed. This can be of 10, 12 or 14 mm, according to the cylinder capacity and type of carburetor. The position of this threaded hole must comply with the following conditions: The shaft of the hole must be in a horizontal plane and pass through the longitudinal shaft (center) of the Venturi throat. The metering rod tip must be installed in order that: The area more elevated of the dosing (the back) must remain in the position of less diameter of the venturi, with a tolerance of + 1 mm in its height. The extreme of the dosing device must remain in the longitudinal shaft of the venture throat with a tolerance of + .5 mm. The cut at 45 of the extreme of the dosing device must remain with the chamfer upside-down, in order to facilitate the passage of gas towards the intake manifold. Once the dosing device is placed in its correct position, the same is assured by means of the anchoring locknut.

METERING ROD TIP

CARBURETOR BODY WITH METERING ROD TIP

3.11 Container Cylinder 3.11.1 Functions The function of the cylinder is to store the gas at a pressure of 200 Atm to achieve an acceptable autonomy. It has a threaded hole of output, where the cylinder or service valve is placed. 3.11.2 Installation The containers cylinders must remain within the volume of the vehicle, taking care that they are safe even in case of accident. The typical places of installation are: In the trunk span of sedans Behind the rear seat in rural. In load box or ground floor in commercial vehicles. The service valve should remain in a position that allows an easy access to the same. The cylinders must be installed over cradles especially designed for such purpose. The cradles must be fixed to the chassis and / or in the body of the vehicle, reinforcing the anchoring in case it is necessary, to avoid deformation in the structure of the vehicle (floor, box, etc.) The installation of the cylinder over the supports are performed intercalating among them rubber joint in order to avoid the impairment of the same. For the same reason the anchoring rims should have a plastic protection.

In the case of the cylinders mounted under the floor of the vehicle, the valve should always be oriented towards the back of the same, and has a clearance of the floor not less than 225 mm.

The cylinders mounted within the trunk of the vehicle, should be as far as possible from the rear bumper.

The supports are built in steel, welded and painted with antioxide mate black color.

All modification that it is necessary to do, as cut, weld, etc should be painted with mate black antioxide.

DIFFERENT FORMS OF INSTALLATION

CYLINDER MOUNTED OVER FLAT BED

CYLINDER MOUNTED OVER ELEVATED BED

CHAPTER: 4 ELECTRONIC COMPONENTS FEATURES AND INSTALLATION IMPORTANT: We do not recommend soldering electrical connections, because this process makes the cable weak in the area near the weld and with a minimum tensile strength or movement the connection can cut. The connection must be done joining the cables properly and using thermocontraible to isolate it. Remember that in order to make the connections for all the electronic elements which are described below, it is always advisable to turn off the vehicle battery to prevent possible short circuits. It is very important to verify that the masses of each element to be installed are separated, and firmly connected to the body. NECESSARY INSTRUMENTAL: To install the various electronic elements that are necessary to use in the conversion of a CNG vehicle, as well as in the intervention of electronic circuits of the vehicle, you will need a multimeter to make the necessary measurements. INSTALLATION: The electronic modules must be installed in a vertical way, far from the hightension wires and sources of overheating, and protected from leakages and splashing water. Like all electronic parts to be installed in a vehicle in the conversion to CNG, we should take care that all connections must be done quite safe to eliminate the possibility of failures that eventually may occur as a result of vibration or any other reason. 4.1 Commuting switch Mosfet Injection and Mosfet Carbureted 4.2.1 Functions Its work is to pass from petrol system to CNG system and vice versa. To control the level of gas in the cylinder it has four leds and one of these flashes indicating that the vehicle is circulating in reserve. The key energizes the solenoid of gas and other electronic parts in vehicles with electronic injection, or on the solenoids of gas, petrol and variables of advance in the carbureted. For carbureted vehicles the switch makes the passage automatically from CNG

to petrol achieving a more gradual switching of fuels, by contrast, in order to achieve the passage of gas to CNG you must press the button of the commuting switch to achieve as a first step the tank emptiness of the carburetor and then as a second step you press the button again to end switching fuels. On the other hand in vehicles with electronic injection you may choose to make the change automatically or manually, as desired. 4.2.2 Installation Installation is performed in the passenger compartment of the vehicle, as close and accessible as possible so the driver can see and operate it. This key has to be fed with 12 V from the contactor, the ignition key in his position (+ contact). (See Figure 4.2.1 and 4.2.2). The procedure to identify the cable is as follows: Identify the deck outgoing wires for the ignition key. With the ignition key in the position of ignition identify the contact wires indicating 12 V in the multimeter. Once detected these cables verify which of them during the starting moment, keeps 12 V, the cable will be the positive contact that provides the voltage to the commuting switch and to the whole CNG equipment. The feeding of 12 V will take a fuse of 5 A, that protects the device. After installation you should check the instructions in the manual for assembling the various configurations and regulations that are necessary to perform in each type of vehicle.

Figure 4.2.1 - Example for injection engine

Figure 4.2.2 - Example for carbureted engine

4.3 Micro processed advanced corrector 4.3.1 Functions As we have seen in the comparison chart of fuels 1.1.4, the speed of propagation of flame gas is lower than petrol, thus to achieve a complete combustion in the operation on CNG, you should advance the advance ignition approximately 10 comparing the vehicle operating with petrol. That means that the ignition advance to the vehicle with CNG should be approximately 22 to start. This is because the gas needs more time for a complete combustion and achieve the maximum possible performance in the engine. The role of the advanced corrector in vehicles with electronic injection is to obtain adequate progress at all revolutions, without altering the circuits of the vehicle, so the operation with petrol is not affected. The advanced corrector has a calibration to ensure that when the engine passes from its state of ralenti immediately it will activate beginning this correction 4.3.2 Installation For the installation of this device it will be necessary to make some checks on the vehicle prior to connection. These checks can be performed with the multimeter. (See Figure 4.3.3)

In the case of the butterfly sensor (TPS) we usually have three cables which one is the mass, the other the positive of 5 V, and the third is going to have a variable signal from 0 to 5 V, depending on the state of accelerating of the car. This last one is the one you have to intercept to connect the advanced corrector. Another to be intercepted is the one, which comes from the flow meter, the MAF, or MAP (which may have signal voltage or frequency), depending of the vehicle in which you are working. All these sensors are in the vacuum system of the engine, and how to do the connection is indicated in the manufacturer's installation manual. In all the cases where the signal is of voltage, it will be checked as it was done with the TPS, as the signal is variable and ranges from 0 to 5V. In this case the cable to be intercepted is the one with the variable signal. In the case of MAP with frequency signal, it is recommended to measure with a frecuencymeter or with a multimeter, which has that option. If there is not a multimeter with a frequency, the measurement should be done on the scale of tension, where we find a cable with 0 V (mass), another with 5 V and the third being a constant wave that varies between 0 and 5 V, the value will be tested on average, which is approximately 2.5 V. Of course, this is the cable to intercept. The other verification is whether the accelerator is with mechanical transmission or it is electronic. This will help to make the configuration of the advanced corrector, which is indicated in the manual of instructions.

Figure 4.3.3 - Example tension with MAP

4.4 Emulator of injectors 4.4.1 Functions When the vehicle runs on CNG, it is necessary to cut and emulate the operation of the injectors, not to accumulate codes of flaws in the electronic control unit (ECU) At the time of switching from petrol to CNG, the emulator does not interrupt the operation of the injector immediately to allow the gas to leave the reducer and reach the aspiration, avoiding wells feeding with eventually any explosions. Thus during the commutation there is an overlap of fuels, which can be modified with a preset of regulation which has these emulators. This regulation is carried out if necessary when done testing operation. 4.4.2 Installation In the case of vehicles with one point injection, it is used emulators of injection and oxygen sensor, which were consolidated into a single element. In this case you have to intercept the feeding to the injector so it will not operate when the engine runs with CNG, as well as intercepting the signal indicator light of fault of the ECU. In the case of multipoint injection, you have to intercept each of the injectors with the chips that come equipped with, and are connected according to the instructions in the manual of installation. (See Figure 4.4.3)

4.5 Emulator oxygen sensor 4.5.1 Functions In the operation with petrol, the sensor tells the ECU the level of oxygen in the exhaust gas through a signal according to the state of motion of the vehicle, with a value of voltage that varies between 0 and 1 Volt, as has defect or excess of oxygen. The ECU in the absence of this signal will send an indication of failure to be memorized with a code that corresponds to the failure. In use with CNG, it does not change the income of gas to the engine through the oxygen sensor, so it was inserted an emulator that gives to the ECU a signal that varies between 0 and 1 Volt, so the indication of a failure is not indicated . 4.5.2 Installation The emulator of oxygen sensor is inserted in the cable running from the probe until the ECU, and the identification of this cable is done with the multimeter, having to detect a signal variable between 0 and 1 V. (See Figure 4.5.3) The connection is simple and is indicated in the manual of instructions of the manufacturer's assembly

Figure 4.5.3 - emulator Oxygen Sensor

4.6 Central comprehensive processing. (New CIP New CIP4) 4.6.1 Functions The New CIP PLUS was fully developed in order to centralize electronic elements described before, necessary for the transformation of a CNG vehicle. This equipment integrates into a single module the advanced corrector, the oxygen sensor emulator and emulator injectors in different types and models. In particular emulation injectors (only in version New CIP), unlike the traditional emulators multipoint injection, uses the parallel signal (+) injector, as these are united, whatever is the injection simultaneous, semi-sequential or sequentially; thus, interrupting a single cable to the positive (+) common to all injectors, the New IPC emulates injection during operation with CNG. The New Cip 4 (see Figure 4.6.8) differs from the New Cip (see Figure 4.6.7) only in the connection of emulation injectors, acting on each of the negatives, and fitted with different wiring in accordance with the different types of connectors available. 4.6.2 Technical Features Voltage: 9-18 Volts. Consumption: 150 mA. Support for sensors butterfly (TPS): 0-5 / 0-12 Volts. Support for oxygen sensors: 0-1 volts. Support for sensors masses (Maf, Map):0-5 Volt/50-250 hz. Compatibility with injectors: Bosch, M. Marelli, Japan. Dimensions: Width 106 mm / High 80 mm / depth 28 mm. 4.6.3 Installation In Figure 4.6 shows an example of connections. When you do the connection of the New CIP, verify the information provided in the manual next to the item for the vehicle being installed. 4.6.4 Set up advance adjustable This option allows you to optimize the application of the change in progress on the engine, since the New CIP has the particularity to regulate the output voltage (voltage emulation) in the form of Set Up Static and Dynamic, in that way it achieves the maximum advance during the operation with CNG. To calibrate it, using the scanner to diagnose the vehicle, or lamp-tuning to visualize the change of advance during regulation, place the dip No. 1 in the off position, turn potentiometer located on the front of the team (calibration TPS) until it is turned on the red light that indicates the progress activated, and then accelerate the engine until 2500-3000 RPM and turn potentiometer located on the side until the engine reaches the maximum number of RPM or advance. Put then dip No. 1 in the appropriated position according to the vehicle in which you are working.

It is always advisable to conduct the calibrations referred before checking the output voltages of the New CIP on the brown cable to determine the value that will produce the maximum advance. 4.6.5 Minimum set up of TPS Since the voltage of the slow motion of the sensor butterfly (TPS) differs in all vehicles, it will be necessary, acting on the potentiometer of the calibration of TPS, to correct this value. Corrector advancing away from slow speed: With the engine running slow (IDLE) and potentiometer turned completely in the opposite direction clockwise, it must remain switched on the green light (Corrector activated). Turn potentiometer slowly clockwise until it is turned on the red light (corrector advancing), and then slowly rotate in the opposite direction until it is turned on the green light. In this way the corrector will not advance during the slow speed of the engine, and it will advance as soon as it moves from this state. Check the correct calibration making slight acceleration in which the corrector will pass from the activated state (green light) to the state of advance corrector (red light). Corrector advancing from slow: With the engine running slow turn potentiometer clockwise until it is turned on the red light (corrector moving), and check with quick acceleration that still remains in that state. 4.6.6 Set up forward. (Dip No. 1 off) Static advance: This form of configuration of advance sends a constant voltage configuration to the ECU (Electronic Control Unit) through the advance corrector through the previously intervened signal of the mass sensor. Dynamic advance: This form of configuration of the advance corrector, sends a variable emulation of voltage to the ECU (Electronic Control Unit), and averaging the output signal of the advance corrector according to what is really emitting the sensor mass. In order to achieve the differential advance compared with gasoline, the output voltage will be less than the one really issued by the mass sensor; That is, if the mass sensor emits a voltage of 5 volts, the corrector will send to the ECU 2.5 volts depending on the variation of tension of the mass sensor. This type of configuration is used on lines like GM or Renault, because it improves the performance (compared with the Set Up Static) and you also minimize the captures of anomalies (power-Check Engine) due to the advanced internal configurations of the ECU. , averaging and output of voltages between 0.5 and 2.5 V. Variables

Figure 4.6.7 - Example Circuit New Cip

Figure 4.6.8 - Example CIP 4

4.7 Fase II (Advancing Coil) The Fase II was designed to modify the advance of ignition of a vehicle injected (using ignition systems with spark coil and distributor) as well as for carbureted vehicles. 4.7.1 Role This equipment will interfere with the signal of the coil (negative of coil) to achieve in this way, the modification of the advance curve of vehicles in operation with CNG. 4.7.2 Installation In Figure 4.7.3 you can see a sample connection. When doing installation of the Fase II verify the information that was provided in the manual next to the item for the vehicle being installed. 4.7.3 Advance Set Up

4.7.4 Electrical connections

Figure 4.8.4 - Example Circuit FaseII

4.8 L.C.U. (LAMBDA CONTROL UNIT) This device, taking values of sonda lambda, position of the accelerator and the time of injection calculated by the ECU vehicle, determines the proper mixture of air / CNG to be used by the engine at all times, regardless of the state of load , speed, etc.. That mixture allows the engine to develop all its power, allowing at the same time a better comfort of driving and a significant reduction in fuel consumption, achieving a significant increase in engine life. It is very easy to install and its design has the option of auto programming detecting immediately the values of carburetion. If there is any difficulty in any car to achieve this we provide a program for a common PC and an interface, from where you can measure values for a better performance.

4.8.1 Auto carburetion 1-Preheat engine: Put the engine running on petrol until it reaches the normal operating temperature of working (90). 2-Regulation of the Slow motion: pass the engine to CNG and regulate the minimum through the regulation that owns the regulator of CNG up to stabilize the slow motion of the engine. 3 - With the engine running in slow motion (you will see the green LED permanently switched on), then accelerate the engine to 3500 rpm approx. And keep on (you can see the flashing green LED) until it goes off the red LED (it takes a few seconds) indicating the memorization of the Auto-Carburetion. If the red light does not turn off, control the mixer (it is highly likely that the venturi is very large) or there is some kind of additional air entry to the admission.
Important: The acquisition of carburetion will be performed only when the yellow LED is flashing.

4-Setting the minimum: To end and with the engine running slow, re-regulate the minimum through the regulator CNG. It will be noted the yellow led flashing when it is optimal the regulation in this regime.

Figure 4.9.1 - Example circuit L.C.U.

Chapter 5. Description per Circuits 5. 1 Gas Circuit at low pressure This Circuit goes from the regulator until the mixer or the metering rod tip. Rubber hose and cloth of interior of 19 mm constitute it. The hose is fireproofing and its entire extreme is secured with clamps. As in all the cases, the friction between hoses or with other elements of the vehicle should be avoided. This can be achieved with an adequate installation and fixing the hoses between them or with other elements. In the route a flow regulator (register of maxima) is intercalated, that has as a function to limit the flow of gas to achieve the adequate gas/fuel mix in the regime of high revolutions. The electronic injection vehicles are installed always with mixer and only one hose is used with a unique regulator of flow. In the carburized vehicles that are installed with metering rod tip, according to the mouths that the carburetor owns, this regulator of flow can have one or two outputs, from which the circuit can continue with one or two hoses until the carburetor. The circuit finishes in the mixer or in the metering rod tip. 5.2 Circuit of water The circuit of water has the function to maintain an ideal temperature in the regulator of the pressure, circulating through it. It is composed by hoses of rubber and cloth not formed of interior of 9 mm.

It is connected to the original circuit of the vehicle by means of the two T of synthetic material intercalated in the hoses of input and output of the heater, in order to assure a constant flow of water. Once the connection is done, it is important to purge the water circuit. (Figure) Heating Radiator. Water Input. Water Output. Water Circulation to the regulator. 5.3 Petrol Circuit In the carburized vehicles, the circuit of Petrol is only modified with respect to the original to intercalate the corresponding electrovalve. Cloth and Rubber hoses are used with an interior of 10 mm. The connections are secured by means of clamps. The injection vehicles do not take electrovalve since when they operate with gas, the injector or the injectors of fuel, either single point or multipoint vehicle, are annulled through electronic emulators. 5.4 Gas Circuit at high pressure The gas circuit at high pressure (200 Atm) links from the peak of load until the regulator of pressure passing through the containers cylinders and intermediate elements such as the valve of load, the manometer and the service valve. It is composed by piping of high pressure (it supports four times the working pressure) of exterior diameter of 1/ 4 inches, being the nipples, hoops and connectors of galvanized steel. The sections of piping of high pressure among the components should be entire, and the hoops must be pre-adjusted to avoid that the same move in the moment of the effective placement in the vehicle. The route under the body must be placed in a way that it is protected from possible impacts due to irregularities of the way or loosing objects picked up by

the vehicle on motion. It should be at a distance not less than 50 mm of the exhaust pipe, and with their corresponding clamps each 300mm. The minimum distance of the gas circuit to the floor with the vehicle in conditions of maximum load is of 175 mm. The pipes should have protective ringlets. The damping ringlets of vibrations or movement must be done in a way that they are in a position as near as possible to the extremes of the connections. The same will be conformed in a such a way that before impact cases they tend to open its radius. The diameter of the ringlet will not be less than 70 mm and it will have at least a turn and a half with a winding of open pitch, leaving between turns a minimum separation of 2 mm. 5.4.1 Preparation and pre-adjustment of hoops To assemble a connection with a hoop, cut the pipe of high pressure with a tool that does not close the extreme of the pipe excessively. Verify that there is no burr and if there is so, level the cut and clean before assembly. If the pipe is coated, cut 80 mm of the plastic protection, place a small quantity of grease in the extreme of the pipe and place the nut and the hoop. Fix in a bench vise an accessory of steel with the female thread the same as that of the cylinder valve, place the extreme of the piping of high pressure with its respective nut and hoop, adjusting moderately with open-end wrench. Once adjusted and having verified previously that the pipe is touching the bottom of the accessory of steel, loosen the connection and verify that the extreme of the pipe stands out of the hoop approximately 1 mm.

5.5 Air System The valve or the valves of cylinder must have impervious device that allows to air the exterior of the vehicle some possible leakage in the nipple of the cylinder or in the connections of the valve. The air system has nozzles of synthetic material, pipes of corrugated plastic, a polyethylene bag especially designed, and their respective clamps to do the impervious system. The position of the nozzles in the floor should be such that allows the free circulation of air when the vehicle advances, forcing the elimination of possible leakages. To facilitate the output to the exterior of any eventual accumulation of gasses in the span trunk or interior of the vehicle (When the cylinders are placed in it), it must supply to it with two communications to the exterior, independently of the foregoing air system in a way that produces permanently renewal of the air within the interior of the vehicle, principally in the area of the cylinders. Verify that total or partial sealing of its mouths does not exist due to accumulation of mud or due to defenses against it.

CHAPTER 6 TESTS AND ADJUSTING AND TIMING OF THE ENGINE 6.1 Tests before the starting-up 6.1.1 General Verifications Once all the CNG equipment is mounted, perform a control of each of the elements installed following the indicated instructions in this installation manual 6.1.2 Verification of the electric system Control the functioning of the electrovalves of gas and Petrol, placing the changeover switch in one or another position. In the vehicles with electronic injection the vehicle can be started up before being loaded with CNG and pass the key to the CNG position having to stop the engine immediately. If it is not, the control of performed connections has to be done. In the carburized ones, in CNG position, make the contact and verify that the electrovalve of gas activates and after some seconds it will deactivate again. 6.1.3 Control of leakage This verification is highly important and must be done through a cylinder of test connected to the peak of load, to pressurize the system with 200 Atm of Nitrogen gas (N2). The procedure to comply is as follows: Open the valve of load Close the valve or valves of cylinder

Open the cylinder of test Control of possible leakages in connections of cylinder valve, valve of load, manometer and pressure reducer.

Once these verifications are performed, the technical conditions are ready to load the CNG. The administrative proceeding is the last step for the obtainment of the authorizing wafer, in order to carry out the functioning tests.

6.2 Ignition Adjusting In the electronic injection vehicle it is not necessary to perform any modification, since the corrector of electronic advance is the responsible for modifying the adjusting. In the case of carburized vehicles, advance electronic correctors also exist but in general the adjusting is performed manually. This register is particular in each vehicle, but the advance must be anticipated at the ignition between 8 to 10 over the advance with Petrol functioning. 6.3 Regulation of the CNG equipment 6.3.1 Regulation of the maximum flow For the regulation of the equipment of the CNG first the maximum admissible flow or maxima regulation should be adjusted The procedure is as follows: Lead the engine to the normal temperature of functioning. Pass to functioning with CNG Accelerate the engine between 2500 and 3000 RPM, and maintain the position of the throttle fixed during all the regulation.

Turn the screw of regulation of the maxima valve to achieve an acceleration of the engine.

Carry on turning the screw while the revolutions continue increasing, until the same begin to fall down. In this point the maxima regulation is achieved.

Once the point is found, fix the position with the locknut.

Important: If when seeking the maximum regime of turn, the revolutions increase in a risky way, without modifying the conditions of gasification achieved up to that moment, lower up to 2500 to 3000 RPM activating over the throttle of the accelerator and continue then with the regulation. In the case of the carburized engine with a carburetor of two mouths of progressive opening, the regulation should be done twice beginning with the mouth that first opens its throttle. Once the maximum point of acceleration is achieved, the second mouth is regulated. 6.3.2 Regulation of the minimum flow Once the maxima regulation is done, the minimum regulation will be proceeded as follows: Lead the engine to the normal temperature of functioning. Pass to the CNG functioning if it is not operating with this fuel. Leave the throttle in the rest position and maintain it in this way until the regulation is done. Turn the screw of regulation of the minimum that can be found in the pressure regulator until the desired regime is achieved.

CHAPTER 7 PROCEDURE FOR THE PASSAGE FROM A FUEL TO ANOTHER ONE.7.1 Injection Vehicle 7.1.1 Starting up only in Petrol mode Prove that the changeover switch is in the Petrol position and proceed with the starting in a conventional way. 7.1.2 Passage from Petrol to CNG With the engine in motion and in slow motion, push the changeover switch to the CNG position. The engine will pass immediately to CNG. 7.1.3 Passage from CNG to Petrol Like in the passage of Petrol to CNG, in these vehicles the passage is immediate. 7.1.4 Starting up in CNG mode Place the key of the changeover switch in the central position (automatic mode). On starting up the engine, the car will start in the Petrol mode. When the first deceleration of the engine is produced automatically, the passage from Petrol to CNG is done automatically, continuing in this way until the next starting up of the engine. 7.2 Carburized Vehicle. 7.2.1 Starting up with Petrol Place the key of the changeover switch in the Petrol position and perform the starting up in a conventional way. 7.2.2. Passage from Petrol to CNG

With the engine in motion, place the key of the changeover switch in the central position. In this way the electrovalves of both fuels are closed, until emptying the carburetor bowl. When the engine is about to stop, pass the key to the CNG position, with which the engine will return to its normal rhythm of functioning.

7.2.3 Passage from CNG to Petrol As the flow chamber is empty, this operation is done normally with the vehicle in motion. With the vehicle in a motion that allows the engine is at an elevated regime of revolutions, pass the key to the Petrol position, and wait for some seconds until the flow chamber is full and the engine starts up again. If this operation is done with the vehicle in halt, the engine with an elevated regime of revolutions must be maintained in order that the flow chamber has the time to fill in before it stops and makes the passage of fuel. 7.2.4 Starting in the CNG Mode If due to some failure in the Petrol system, or due to the shortage of that fuel it is necessary to start up with CNG, prove that the changeover switch is in the CNG mode, and that the lighting indicator shows presence of fuel. Make contact avoiding step on the accelerator. If it does not start up, cut the contact and repeat the previous operation, but pressing the accelerator softly.

These equipments have the elements of security in a way that if it does not achieve the starting up the passage of gas is cut. CHAPTER 8 PRINCIPAL POINTS TO BE TAKEN INTO ACCOUNT FOR A CORRECT INSTALLATION 8.1 Structural Considerations Prior to the equipment installation. Verify the general status of the structure of the vehicle, assuring that the same guarantees the strength and allows the safe fixation of the different components of the system. In case of being necessary, a reinforcement should be done to the places of the structure, where elements of the system that do not remain firm and safe, are fixed, taking into account the vibrations conditions and possible maltreatment to which they can be submitted. 8.2 Mechanic and Electrical Considerations Before the mounting of the equipment, the mechanic and electrical conditions of the driving plant must be verified so that they assure an acceptable rendering while functioning with Petrol. The units that do not fulfill with the conditions previously indicated, must be repaired previously to the installation of the equipment. 8.3 Installation Considerations In the mounting of the different elements the following indications should be taken into account: Previous to the installation, the interior of the cylinders and of the pipes of high pressure should be torched with compressed air, in order to avoid

the loosening of metallic elements that may damage the valves of the regulator. All the joints of hoses must be assured with the corresponding clamps. For the fixation to the body or chassis of any element, use only screws. Do not use rivets. All the connections of the electronic components must be firm and conveniently insulated. The masses of such components must be individual. Verify the losses by means of a detector of losses or with foam. Be sure that the installation complies with the rules of the regulating entity. To give torque to the screws or elements of the equipment see the following table. 8.4 Torques Table Description Regulator supporting fixation Screw Regulator fixation 8 x 1,25 Nut Fixation supporting valve Fixation cradle Screw 12 x 1,50 cylinder 50 Screw 8 x 1,25 filling 2 22 1 20 Type of fixation 10 x 1,25 Quantity 2 Torque (Lbs feet) 38

holder Cylinder Valve Fixation cylinder Changeover switch Connections high pressure 8.5 Identification of the injection systems 8.5.1 Single point The principal characteristic of these systems is that they own only one injector in the central part of the intake collector. The injector is placed in the same body than the body set, sensor of the air temperature, regulator of fuel pressure and the slow motion control system. 8.5.2 Multipoint The multipoint injection systems have an injector per each cylinder, and there are two types: System of mechanic injection: Injectors of mechanic activation by pressure, with distribution of fuel mechanically controlled by air flow gauge. (zone plate). System of electronic injection: injectors electrically driven, controlled by the Electronic Unit of Control (EUC). 8.6 Types of ignition Fundamentally, the conventional ignitions should be distinguished from the cartographic ones. of Parquer 2 3 Hoop 3/8 W 110 30

8.6.1 Conventional Ignition They are composed by: Pickup Ignition module Coil Distributor of sparks 8.6.2 Cartographic ignitions Pickup Ignition Module Coils group (composed by two or more coils according to vehicle)

CHAPTER: 9 ADVISE FOR THE USER 9.1 ADVISE FOR A GOOD FUNCTIONING WITH CNG Maintain always the filter of air clean and in good conditions of functioning. Take special care of the status of the ignition system (sparkplug, cables, condenser points etc) any leak or failure in the same will affect the rendering of the vehicle. If you have a carburized vehicle it is convenient to start it up and stop it with Petrol. In those ones with electronic injection this operation is done automatically. In the vehicles with Petrol electric pump, always maintain the Petrol tank with enough fuel (more than tank). If it is not done it can finish with the breakage of such pump, if it functions in emptiness. Always remember that before an important leak of gas you have the possibility of acting manually over the valve of load that is in the engine span or over the cylinder valve that is over it. In case of failures or leakages of gas, do not try to act with tools over the components of the conversion equipment, nor allows that non skilled persons do it, go immediately to an authorized workshop. The in force rules demand that when you go to load CNG all the persons in the vehicle should get out of it and turn off the electric systems (contact, lights, windshield, radio etc.).

Always take the vehicle documentation, the yellow card of your CNG equipment.

9.2 Safety Recommendations for the use of the vehicles driven by CNG On installing a conversion equipment for compressed natural gas, you have adopted the most modern fuel for the vehicle drive. The CNG is a fuel composed principally of methane gas and its utilization will bring you and to the community, extraordinary advantages. The CNG is an odorized gas therefore it is easy to detect, and as its intensity is less than air, in case of leakages it is spread in the environment quickly. In case of accident in the public thoroughfare that affects or it is suspected to have affected the installed gas equipment, stop the engine and cause the passenger get out of it. Verify immediately possible leakages of gas and if any, proceed to close quickly the valves of the tanks. Do not activate electric devices of the vehicle, do not smoke nor start up the engine again until being sure of having aired all the accumulation of gas due to leakages or breakages of any part of the system. In case a fire is produced, try to close the valves and attack the fire with the compulsory extinguisher of the unit directed to the base of the same. Move all the persons away from the area. If possible, maintain the cylinders cold with abundant water. In all the cases try to remove the vehicle out of the road and give notice to the fire brigade and to the police. The load of CNG is done exclusively in the gas station authorized to such effect. Stop the engine and turn off the electric equipments, radio included. Get out of the vehicle, you as well as the other persons; prove the operations of the

personnel who do the load and comply with the indications of them. The maximum pressure of dispatch of CNG must not exceed the 200 BAR.