The petrol supply system is managed by a control unit that also controls both ignition and injection.

The LPG supply system is managed by another control unit that controls LPG injection and the logic for the LPG/petrol fuel system switching which takes place through the special switching button in the central tunnel.

As regards the petrol fuel system,

  See E5030 PETROL ENGINES ELECTRONIC MANAGEMENT 

The LPG system complements the basic system and does not affect its functionality in any operating condition. The specific control unit manages the timed, sequential LPG injection and the activation of the LPG cut out solenoid valves as well as the LPG pump; in addition it controls the deactivation of the petrol pump. Injection takes place directly through the operation of the specific LPG system injectors.

The ignition advance is achieved by sending the basic electronic unit the advance variation to be added to the one for petrol operation.

For more details,

  See descriptions 1057 GPL INJECTION SYSTEM 

In addition to the dedicated control unit, the LPG system is controlled by a special relay switch in front of the battery; the control unit supply line is protected by a specific shunt fuse, located in the same area.

The M10 Powertrain Control Module controls and regulates the entire ignition and electronic injection system.

Control unit M10 receives a direct supply from the battery at pin 70 of connector A via the line protected by fuse F18 of junction unit B1.

The ignition-operated power supply arrives via a line protected by fuse F16 of the engine compartment junction unit B1 at pin 6 of connector A of M10.

Pins 1, 2 and 4 of connector A of M10 are earthed.

The main injection relay switch T09 of B1 controls the entire system: it is energised by a control signal (earth) from pin 72 of connector A of control unit M10 and then forwards power supply:

- to pins 5 and 3 of connector A of the control unit, via the line protected by fuse F17 of B1;

- to fuel vapour recovery solenoid valves L10, wastegate L37 and turbocharger by-pass L102, as well as oxygen sensors K15 and K17 (all these lines are protected by fuse F11 of B1);

- to coils A30 and injectors N70 via a line protected by fuse F22 of B1.

The fuel pump relay switch T17 of B1 is energised by a control signal from pin 68 of connector A of control unit M10 and provides a power supply, through the line for fuse F21 of B1, for the fuel pump N40.

Powertrain Control Module M10 receives signals from the various different sensors, in this way it keeps all the engine operating parameters under control.

The rpm sensor K46 provides information about the engine speed, via a frequency signal sent to pins 37 and 38 of connector B of the control unit M10.

Timing sensor K47 is supplied from pin 11 of connector B of control unit M10; it receives a reference earth from pin 28 of connector B and sends a frequency signal corresponding to the phase to pin 12 of connector B of the control unit.

Integrated air temperature sensor K43 receives a reference earth from pin 44 of connector B; it sends a signal corresponding to intake air temperature to pin 24 of the control unit. Pin 9 of connector B of M10 sends a power supply to sensor K43, which returns a signal proportional to intake air pressure to pin 25.

Turbocharging sensor K82 receives a reference earth from pin 44 of connector B and a power supply from pin 9 of connector B of M10 and returns a signal proportional to turbocharging pressure to pin 21.

Engine temperature sender unit K36 receives a reference earth from pin 29 of connector B of control unit M10 and provides a signal proportional to the temperature of the engine coolant at pin 43 of connector B of the control unit.

The oxygen sensor on pre-catalytic converter K15 and the one on catalytic converter K17 provide control unit M10 with information concerning the correct composition of the air-fuel mixture

Sensor K15 sends a signal to pin 55 of connector B of the control unit, while pin 52 provides a reference earth: these two signals are very low intensity and are thus appropriately shielded. Sensor K15 is heated by a resistance to ensure correct operation even when cold; the resistance is supplied by the main relay switch T9; pin 16 of connector B of M10 provides the reference earth.

Sensor K17 sends a signal to pin 53 of connector B of the control unit, while pin 54 provides a reference earth: these two signals are very low intensity and are thus appropriately shielded. Sensor K17 is heated by a resistance to ensure correct operation even when cold; the resistance is supplied by the main relay switch T9; pin 1 of connector B of M10 provides the reference earth.

The detonation sensor K50 provides information, by means of frequency signals, concerning the onset of detonation in the combustion chamber: it sends two signals to pins 36 and 51 of connector B of M10; these signals are also appropriately shielded.

Accelerator pedal K55 has two built-in potentiometers (a main one and a safety one). The former receives power and earth signals from pins 27 and 29 of connector A of M10 and sends a corresponding signal to pin 55 of the same connector. The latter receives power and earth signals from pins 49 and 30 of connector A of M10 and sends a corresponding signal to pin 79 of the same connector.

Control unit M10 receives the minimum engine oil pressure sensor K30 signal at pin 35 of connector B.

Pin 87 of connector A of M10 receives a signal from brake light switch I30 - N.O. contact - with an ignition-operated power supply from fuse F37 of Body Computer M1. Through the CAN, it receives a signal - N.C. contact - from brake light switch I30, with an ignition-operated power supply from fuse F51 of Body Computer M1

Pin 61 of connector A of M10 receives the signal from the clutch switch I31.

Pin 84 of connector A of M10 receives the signal from reversing switch I20.

The control unit M10 does not control the injector N70 opening directly but this control is delegated to the LPG control unit, M18, to which it sends signals from pin 17, 4, 2 and 19 of connector B of M10. The injectors N70 receive a power supply to enable the opening of the main relay switch T9 of B1.

Control unit M10 also controls the coils A30 via control signals for the primary winding of the coil, while the secondary winding sends a pulse to the spark plugs: from pins 31, 48, 46 and 47 of connector B of M10. The primary windings of coils A30 receive power supply to enable opening of main relay switch T9 of B1.

Throttle body actuator N75 has two built-in potentiometers connected in parallel: this controls the throttle opening by means of a step motor.

The motor receives a power supply from pins 49 and 50 of connector B of M10. Pin 10 of connector B sends power to both potentiometers, while pin 13 sends an earth signal to the potentiometers; pins 42 and 22 of the same connector receive signals that reach throttle body actuator N75.

Fuel vapour recovery solenoid L10 allows the flow of fuel vapours to the engine intake, where they are added to the mixture entering the combustion chamber. Valve L10 is supplied from main relay switch T9 of B1; it is opened by the control unit when the engine is loaded via a signal from pin 3 of connector B of M10.

The turbo pressure solenoid valve regulates the turbocharger wastegate mechanical valve; solenoid valve L37 is supplied by main relay switch T9 of B1 and is controlled by the control unit through a signal from pin 19 of connector A of M10.

The turbocharger by-pass solenoid L102, connected to the intake pipe near the throttle body, allows the excess pressure to be discharged during the release stage in order to prevent excessive increases in pressure which could damage the inlet pipes and upset the operation of the turbine.

It is supplied by main relay switch T9 of B1 and is controlled by the control unit via a signal from pin 5 of connector B of M10.

Control unit M010 is then connected through the CAN to Body Computer M1 and to the other network nodes: information on the following is sent through this connection

- self-diagnosis of the system that also produces a signal for the EOBD warning light, located on the instrument panel E0050 and that is connected to the connector R010;

- engine coolant temperature, which is sent to the instrument panel E050 which manages the gauge and the warning light;

- engine rpm, which is sent to the instrument panel E050 rev counter;

- minimum engine oil pressure, which is sent to the instrument panel E050 that controls the warning light;

It receives the speedometer signal, through the CAN, produced by the ABS control unit M050

The LPG injection control unit M18 processes the information from the basic system sensors, and the information from the additional sensors for LPG operation in order to recognise the system operating conditions and produce suitable commands for the LPG injectors.

The control unit M18 is directly supplied by the battery - pins 15 and 43 - through the line protected by the loose fuse B34.

The control unit M18 receives an ignition-controlled supply (15/54) - pin 5 - from the line protected by fuse F16 of B1.

Pins 22, 25 and 53 of control unit M18 are earthed.

The switching button H94 receives a 5 V supply from pin 49 of control unit M18, while pin 50 delivers the reference earth; pin 48 receives the switching signal while pin 47 manages the serial connection line where information about the LPG level displayed on the switch is exchanged.

The pin 23 deactivates petrol operation: it sends a signal to the coil of relay switch J26 which, when energised, interrupts the supply to fuel pump N40.

Pin 24 activates LPG operation: it supplies the LPG cut out solenoid valve L63 and the LPG supply solenoid valve L95, which receive a reference earth from pin 52 of M18.

The LPG pressure/temperature sensor K215 receives a 5 V supply from pin 9 of control unit M18, while pin 37 delivers the reference earth; pin 8 of M18 receives the pressure signal and pin 6 the LPG temperature signal.

The LPG level sensor K33 is connected to pin 18 and 21 of control unit M18 (reference earth).

Control unit M18 receives some signals from the petrol system sensors:

- pin 33 receives the engine temperature signal;

- pin 42 receives the engine rpm signal;

- pin 36 receives the turbocharger air pressure signal;

- pin 20 is connected to the vehicle diagnosis connector R10 - pin 7 - through the special K diagnosis line.

A special diagnosis connector R22 allows the self-diagnosis data from control unit M18 to be read, connected by pins 10, 11, 38 and 39.

Control unit M18 controls - only in the event of petrol operation - the opening of injectors N70 through special signals sent from pins 29, 30, 31 and 32.

The injector opening request comes from the Powertrain Control Module M10, to pins 1, 2, 3 and 4 of M18.

Control unit M18 controls - in the event of LPG operation only - the opening of injectors N73 through special signals sent from pins 26, 27, 28 and 54, 55, 56 of M18.